Vehicular battery charger, charging system, and method

ABSTRACT

A vehicle battery charger and a vehicle battery charging system are described and illustrated, and can include a controller enabling a user to enter a time of day at which the vehicle battery charger or system begins and/or ends charging of the vehicle battery. The vehicle battery charger can be separate from the vehicle, can be at least partially integrated into the vehicle, can include a transmitter and/or a receiver capable of communication with a controller that is remote from the vehicle and vehicle charger, and can be controlled by a user or another party (e.g., a power utility) to control battery charging based upon a time of day, cost of power, or other factors.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present patent application is a continuation of U.S. patentapplication Ser. No. 12/737,803, filed Feb. 17, 2011, which applicationis a national stage filing under 35 U.S.C. § 371 of InternationalApplication No. PCT/US2009/054174, filed on Aug. 18, 2009, which claimsthe benefit of U.S. Provisional Patent Application No. 61/189,353 filedon Aug. 18, 2008, the entire contents of which are incorporated hereinby reference in their entireties.

BACKGROUND

In light of the ever-rising costs of energy in the global market, energyconsumers of all types seek to reduce the impact such costs to thegreatest extent possible. One popular manner of doing so is the use ofvehicles that do not rely solely (and in some cases, at all) uponpetroleum products as a source of energy. Many such vehicles have beendeveloped that rely exclusively or in large part on batteries that mustbe recharged from a source of electrical power external to the vehicle.Such vehicles are referred to hereinafter simply as “electric vehicles,”it being understood that this term refers to any vehicle requiring anexternal supply of electrical power to charge the vehicle for normaluse. By way of example and without limitation, the term “electricvehicle” therefore refers to vehicles whose primary source of power iselectrical batteries, as well as vehicles that have other sources ofpower (e.g., biofuel, fuel cells, natural gas, compressed air, and thelike) in addition to or in lieu of electrical batteries, but that aredesigned to be supplied with electrical power from an external source toimprove efficient operation of the vehicle.

Unfortunately, significant limitations exist to the widespreadutilization of electric vehicles. For example, most households have asmall number of appliances, devices, and systems that require asignificant draw of electrical power from a power supplier. Theintroduction of an electrical vehicle as another daily draw of electricpower for a household would place unprecedented strain on communitypower systems, many of which are already incapable of meeting peakdemands. This problem is exacerbated by the fact that in some cases, thedaily draw of electric power to charge the battery of an electricvehicle may be the highest of a household.

Simply put, existing power infrastructure for most communities isincapable of meeting the demand that widespread use of rechargeableelectric vehicles would place on the infrastructure. Until electricalpower distribution infrastructure is updated to meet this demand (andeven after such a time), improvements in energy distribution andutilization for charging electric vehicle batteries are welcome in theart.

SUMMARY OF THE INVENTION

In some embodiments, a vehicle charger for charging a battery of avehicle and adapted for communication with a first controller remotefrom the vehicle and vehicle charger, wherein the vehicle chargercomprises an electrical power cord releasably attachable to at least oneof the vehicle and a source of power; a second controller electricallycoupled to the electrical power cord; and at least one of a transmitterand a receiver coupled to the second controller and adapted forcommunication with the first controller, the second controllerresponsive to at least one signal from the first controller by changinga charging state of the vehicle charger.

Some embodiments of the present invention provide a vehicle charger forcharging a battery of a vehicle in the course of a charging session,wherein the vehicle charger comprises a controller; a display coupled tothe controller and adapted to display a time; and a user-manipulatablecontrol coupled to the controller and operable by a user to enter a timeof day at which the charging session will end, the controller changingthe supply of electric power to the vehicle battery during the course ofthe charging session by at least one of increasing a rate of charge ofthe battery, decreasing the rate of charge of the battery, startingbattery charging, or stopping battery charging based at least in partupon the time needed to charge the vehicle battery by the time of dayentered by the user.

In some embodiments, a vehicle charger for charging a battery of avehicle is provided, wherein the vehicle charger comprises a displaymounted within the vehicle within reach of a user seated within thevehicle; a user-manipulatable control within reach of the user seatedwithin the vehicle and by which a user can enter a time of day; acontroller coupled to the display and to the battery, the controllerchanging a supply of electric power to charge the battery during thecourse of a charging session by at least one of increasing a rate ofcharge of the battery, decreasing the rate of charge of the battery,starting battery charging, or stopping battery charging based at leastin part upon the time of day entered by the user.

Some embodiments of the present invention provide a vehicle charger forcharging a battery of a vehicle, wherein the vehicle charger comprises:a controller; and a memory coupled to the controller and in which tosave a time of day entered by a user; the controller changing a supplyof electric power to charge the battery during the course of a chargingsession by at least one of increasing a rate of charge of the battery,decreasing the rate of charge of the battery, starting battery charging,or stopping battery charging based at least in part upon the time of dayentered by the user; and wherein the controller supplies electric powerto the battery if a level of battery charge is below a threshold levelof battery charge independent of the time of day entered by the user,the controller supplying electric power to the battery until thethreshold level of battery charge is reached.

In some embodiments, a vehicle charger for charging a battery of avehicle is provided, wherein the vehicle charger comprises a controller;a display coupled to the controller; and a memory accessible by thecontroller and in which to save a time of day; the controller changing asupply of electric power to charge the battery during the course of acharging session by at least one of increasing a rate of charge of thebattery, decreasing the rate of charge of the battery, starting batterycharging, or stopping battery charging based at least in part upon thetime of day; the controller operable to display at least two differentscreens upon the display, at least one of the screens displayinginformation regarding a charging session, and at least one of thescreens displaying settings at least partially defining the manner ofoperation of the vehicle charger.

Some embodiments of the present invention provide a vehicle charger forcharging a battery of a vehicle and adapted for communication with afirst controller remote from the vehicle and vehicle charger, whereinthe vehicle charger comprises a display; a second controller coupled tothe display and operable to change a supply of electric power to chargethe battery during the course of a charging session by at least one ofincreasing a rate of charge of the battery, decreasing the rate ofcharge of the battery, starting battery charging, or stopping batterycharging based at least in part upon a time of day; and at least one ofa transmitter and a receiver coupled to the second controller andadapted for communication with the first controller, wherein the secondcontroller displays an indicator indicating a status of communicationbetween the first and second controllers.

In some embodiments, a vehicle charger for charging a battery of avehicle is provided, and comprises a controller; and a display coupledto the controller; the controller changing a supply of electric power tocharge the battery during the course of a charging session by at leastone of increasing a rate of charge of the battery, decreasing the rateof charge of the battery, starting battery charging, or stopping batterycharging based at least in part upon a time of day; the controlleroperable to display on the display an amount of time remaining tocomplete charging of the battery.

Some embodiments of the present invention provide a vehicle charger forcharging a battery of a vehicle, wherein the vehicle charger comprises acontroller; and a display coupled to the controller; the controllerchanging a supply of electric power to charge the battery during thecourse of a charging session by at least one of increasing a rate ofcharge of the battery, decreasing the rate of charge of the battery,starting battery charging, or stopping battery charging based at leastin part upon a time of day; the controller operable to display on thedisplay an amount of power consumed by the battery during the chargingsession.

In some embodiments, a vehicle charger for charging a battery of avehicle is provided, and comprises a controller; and a display coupledto the controller; the controller changing a supply of electric power tocharge the battery during the course of a charging session by at leastone of increasing a rate of charge of the battery, decreasing the rateof charge of the battery, starting battery charging, or stopping batterycharging based at least in part upon a time of day; the controlleroperable to display on the display a cost of power supplied to thevehicle charger.

Some embodiments of the present invention provide a vehicle charger forcharging a battery of a vehicle in the course of a charging session,wherein the vehicle charger comprises an electrical power cordreleasably attachable to at least one of the vehicle and a source ofpower; a controller; a housing attached to the electrical cord; adisplay on the housing, coupled to the controller, and adapted todisplay a time; and a user-manipulatable control coupled to thecontroller and operable by a user to enter a time of day; the controllerchanging the supply of electric power to the vehicle battery during thecourse of the charging session by at least one of increasing a rate ofcharge of the battery, decreasing the rate of charge of the battery,starting battery charging, or stopping battery charging based at leastin part upon the time of day entered by the user.

In some embodiments, a vehicle charger for charging a battery of avehicle and adapted for communication with a first controller remotefrom the vehicle and vehicle charger is provided, and comprises adisplay; a user-manipulatable control; a second controller coupled tothe display and operable to change a supply of electric power to chargethe battery during the course of a charging session by at least one ofincreasing a rate of charge of the battery, decreasing the rate ofcharge of the battery, starting battery charging, or stopping batterycharging; and at least one of a transmitter and a receiver coupled tothe second controller and adapted for communication with the firstcontroller, the second controller responsive to at least one signal fromthe first controller by changing a charging state of the vehicle chargerbased at least in part upon the time of day entered by the user.

Some embodiments of the present invention provide a vehicle charger forcharging a battery of a vehicle, wherein the vehicle charger comprises acontroller operable to change a supply of electric power to charge thebattery during the course of a charging session by at least one ofincreasing a rate of charge of the battery, decreasing the rate ofcharge of the battery, starting battery charging, or stopping batterycharging based at least in part upon a time of day, wherein thecontroller transmits a signal responsive to detection of an interruptionof power supply to the vehicle charger.

In some embodiments, a vehicle charger for charging a battery of avehicle is provided, and comprises a controller; a vehicle chargerbattery coupled to the controller; and an electrical power cordreleasably attachable to at least one of the vehicle and the vehiclecharger battery to supply power from the vehicle charger battery to thebattery of the vehicle, wherein the controller is operable to change asupply of electric power to the vehicle charger battery during thecourse of a charging session by at least one of increasing a rate ofcharge of the vehicle charger battery, decreasing the rate of charge ofthe vehicle charger battery, starting charging of the vehicle chargerbattery, or stopping charging of the vehicle charger battery based atleast in part upon a time of day.

Some embodiments of the present invention provide a vehicle charger forcharging a battery of a vehicle, wherein the vehicle charger comprises afirst core on the vehicle; a second core in a location stationary withrespect to the first core, the second core providing an inductive chargeto the first core in at least one position of the first core withrespect to the second core; at least one sensor positioned to detect theposition of the first core with respect to the second core; a displaymounted within the vehicle within view of a user seated within thevehicle; and a controller coupled to the display and responsive tosignals from the sensor to display at least one indicator on the displayindicating a direction in which the vehicle must move for an improvedpositional relationship between the first and second cores.

In some embodiments, a vehicle charger for charging a battery of avehicle is provided, and comprises a controller; a first electricalconnector coupled to the battery and the controller and located on oneside of the vehicle; and a second electrical connector coupled to thebattery and the controller and located on a different side of thevehicle, the first and second electrical connectors both shaped anddimensioned for releasable connection to an electrical power cordsupplying power to the vehicle from an external power source.

Some embodiments of the present invention provide a method ofcontrolling charging of batteries of multiple vehicles each electricallyconnected to a power generation and distribution system, wherein themethod comprises establishing communication with a controller associatedwith a battery charger of each vehicle; obtaining from each batterycharger a time of day by which battery charging for the vehicleassociated with the battery charger must be completed; and changingpower supply to at least some of the battery chargers based at least inpart upon the time of day received from the battery chargers.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram of a power generation and distributionsystem for a community.

FIG. 2 illustrates a vehicular charging system according to anembodiment of the present invention.

FIG. 3 illustrates a vehicular charging system according to anotherembodiment of the present invention.

FIG. 4 illustrates a vehicular charging system according to anotherembodiment of the present invention.

FIG. 5 is a perspective view of a vehicle charger according to anembodiment of the present invention.

FIG. 6 is a perspective view of a portion of the vehicular chargerillustrated in FIG. 5, shown in a first state.

FIG. 7 is a perspective view of the vehicular charger illustrated inFIGS. 5 and 6, showing the vehicular charger in a second state.

FIG. 8 is a perspective view of the vehicular charger illustrated inFIGS. 5-7, showing the vehicular charger in a third state.

FIG. 9 is a perspective view of the vehicular charger illustrated inFIGS. 5-8, showing the vehicular charger in a fourth state.

FIG. 10 is a perspective view of the vehicular charger illustrated inFIGS. 5-9, showing the vehicular charger in a fifth state.

FIG. 11 is a perspective view of the vehicular charger illustrated inFIGS. 5-10, showing the vehicular charger in a sixth state.

FIG. 12 is a perspective view of a portion of a vehicular chargeraccording to another embodiment of the present invention.

FIG. 13 illustrates a vehicle display according to an embodiment of thepresent invention.

FIG. 14 illustrates another vehicle display according to an embodimentof the present invention.

FIG. 15 is a schematic electrical diagram of a vehicular charging systemaccording to an embodiment of the present invention.

FIG. 16 is a schematic electrical diagram of a vehicular charging systemaccording to another embodiment of the present invention.

FIG. 17 is a schematic electrical diagram of a vehicular charging systemaccording to another embodiment of the present invention.

FIG. 18 a schematic diagram of a portion of a inductive vehicularcharging system according to an embodiment of the present invention.

FIG. 19 illustrates a vehicular display for the inductive vehicularcharging system illustrated in FIG. 18.

FIG. 20 is a side view of a vehicle and vehicular charger according toan embodiment of the present invention.

FIG. 21 is a top view of the vehicle and vehicular charger shown in FIG.19.

FIG. 22 is a perspective view of the vehicle and vehicular charger shownin FIGS. 19 and 20.

FIG. 23 is a perspective detail view of the vehicle and vehicularcharger shown in FIGS. 19-21.

FIG. 24 is a flowchart illustrating a method of operation of a vehicularcharger according to an embodiment of the present invention.

FIG. 25 is a flowchart illustrating a method of operation of a vehicularcharger according to another embodiment of the present invention.

FIG. 26 is a flowchart illustrating a method of operation of a vehicularcharger according to another embodiment of the present invention.

FIG. 27 is a flowchart illustrating a method of operation of a vehicularcharger according to another embodiment of the present invention.

FIG. 28 is a flowchart illustrating a method of operation of a vehicularcharging system according to an embodiment of the present invention.

FIG. 29 illustrates power draw from a power grid over a period of time,as controlled in part by a vehicular power charging system according toan embodiment of the present invention.

DETAILED DESCRIPTION

Before any embodiments of the present invention are explained in detail,it is to be understood that the present invention is not limited in itsapplication to the details of construction and the arrangement ofcomponents set forth in the following description or illustrated in theaccompanying drawings. The invention is capable of other embodiments andof being practiced or of being carried out in various ways. Also, it isto be understood that the phraseology and terminology used herein is forthe purpose of description, and should not be regarded as limiting. Theuse of “including,” “comprising,” or “having” and variations thereofherein is meant to encompass the items listed thereafter and equivalentsthereof as well as additional items. Unless specified or limitedotherwise, the terms “mounted,” “connected,” “supported,” and “coupled”and variations thereof are used broadly and encompass both direct andindirect mountings, connections, supports, and couplings. Further,“connected” and “coupled” are not restricted to physical or mechanicalconnections or couplings.

A power generation and distribution system in which vehicle chargers andvehicle charging systems according to the present invention can be usedis illustrated schematically in FIG. 1, and is indicated generally at10. The system 10 includes one or more sources of power 12 that supply acommunity, such as one or more power plants generating electric powerfrom natural gas, coal, water flow, nuclear power, geo-thermal power,wind, solar power, other power sources, and any combination thereof. Anynumber of sources of power 12 can supply the electricity needs of thecommunity, and can be located within the community and/or locateddistant from the community. For example, electric power can be generatedin one or more power plants located in or nearby the community, whereasadditional electric power can be supplied from other more distant powerplants as needed in times of peak demand.

Electric power is distributed from the sources of power 12 in anyconventional manner, such as by a number of power lines 14 running fromthe sources of power 12 to various locations in the community. Electricpower can be further distributed within the community by additionalpower lines 14 and power distribution infrastructure. Such power linesand power distribution infrastructure (in their various forms) are knownto those skilled in the art, and are not therefore described furtherherein.

Electric power is transmitted over the power lines 14 to a number ofdifferent locations 16 in the community, each of which draws and usesthe electrical power for various purposes. One or more electric vehicles18, 618, 1018 are at some of these locations, and draw an amount ofelectric power for purposes of charging one or more batteries 20, 620,1020 (see FIGS. 2-4) of each electric vehicle 18, 618, 1018. Eachelectric vehicle 18, 618, 1018 in the community is releasably connectedto the vehicular charging system 10. In the illustrated embodiment ofFIGS. 2 and 3, each electric vehicle 18, 618 is releasably electricallyand mechanically connected by a respective cord 22, 744 as will bedescribed in greater detail below. In other embodiments (e.g., FIG. 4),one or more of the electric vehicles 1018 are releasably electricallyconnected to the vehicular charging system 10, but are not mechanicallyconnected thereto. In such cases, the electric vehicles 1018 can beelectrically connected by use of induction charging as described ingreater detail below.

A vehicle charging cord 22 according to an embodiment of the presentinvention is illustrated in FIG. 5, and is shown in use in FIG. 2. Theillustrated vehicle charging cord 22 has a first end 24 adapted toreleasably connect to an electrical outlet (not shown) of a business,residence, or other building or facility, and a second end 26 adapted toreleasably connect to the electric vehicle 18. In this regard, the firstend 24 can have, for example, a standard U.S. two-prong or three-prongmale electrical connector (i.e., grounded or ungrounded) intended forconnection to a 120V AC supply of electric current, a U.S. Type Belectrical connector intended for connection to a 220V AC supply ofelectric current, any electrical connector suitable for a 240V AC supplyof electrical current, a Japanese Type B electrical connector meetingJAI-15 electrical standards, a British Type G electrical connectormeeting British BS 1363 electrical standards, a European Type Felectrical connector meeting CENELEC electrical standards, a French TypeE electrical connector meeting French electrical standards, a ChineseType I electrical connector meeting Chinese electrical standards, or aType D or M electrical connector meeting Indian electrical standards.Any other releasable electrical connector suitable for connection to anelectrical outlet of a building or facility, or for connection to apower cord, power device, or other power interface with the electricalsystem of the building or facility can be used as desired. In thisregard, although the first end 24 of the vehicle charging cord 22 shownin FIG. 5 has a U.S. Type B plug, it will be appreciated that the firstend 24 can have any number and arrangement of blades, pins, andapertures for releasable mating engagement with an electrical connectorof a power cord, power device, or other power interface as justdescribed.

The second end 26 of the vehicle charging cord 22 can have any suitableplug for releasable connection with a mating electrical connector of thevehicle. In this regard, the second end 26 of the vehicle charging cord22 can have any number of blades and/or pins for mating with associatedapertures of the mating electrical connector of the vehicle, and canalso or instead have any number of apertures for mating with associatedblades and/or pins of the mating electrical connector of the vehicle.The second end 26 can be connected directly to an electrical connectorof a vehicle, or to a power cord, power device, or other power interfacewith the electrical power system of a vehicle.

The vehicle charging cord 22 can be any gauge suitable for carryingelectric current to charge the vehicle 18 and for also meeting countryand local electrical codes. Also, the vehicle charging cord 22illustrated in FIG. 5 is insulated with flexible plastic or othersuitable material.

The vehicle charging cord 22 illustrated in FIGS. 2 and 5 also has ahousing 28 intermediate the ends 24, 26 of the cord 22. In otherembodiments, the housing 28 can be located at or define an end of thecord 22, in which case the housing 28 can carry any of the electricalconnectors described above with regard to ends 24, 26 of the vehiclecharging cord 22.

The illustrated housing 28 has a substantially parallelepiped shape.Depending at least in part upon the shape and size of the electronicswithin the housing (described below) for performing any desiredelectrical transformer function, and the shape and size of theelectrical elements used for the control features described below, thehousing 28 can be larger or smaller than that shown in FIG. 5, and canhave any other shape desired, (e.g., a cube shape, a spherical,elliptical, or other rotund shape, an irregular shape, and the like).

With reference now to FIGS. 5-11, and also with reference to FIG. 15(which illustrates a vehicular charging system utilizing the vehicularcharger of FIGS. 2, 5-11, a number of user-manipulatable controls 30 anda display 32 are provided on the housing 28. The illustrated housing 28also contains electrical components for transforming power suppliedthereto (indicated generally at 136), and control circuitry forperforming the vehicle battery charging management functions describedin greater detail below. The display 32 shown in FIGS. 5-11 and 15 is anLCD display 32, although any other type of display can be used asdesired. The user-manipulatable controls 30 include a power button 34, anumber of navigation buttons 36, and a select button 38 (see FIGS.6-11). The power button 34 can be pressed by a user to turn the vehiclecharging cord 22 on and off, thereby enabling and disabling the vehiclecharging cord 22 to charge one or more batteries 20 of a vehicle 18connected thereto. The navigation buttons 36 can be pressed by a user tonavigate through one or more screens upon the display 32 (described ingreater detail below), whereas the select button 38 can be pressed by auser to select one or more options on the screen(s).

In the illustrated embodiment, four navigation buttons 36 (up, down,left, and right) are positioned around the select button 38, all ofwhich are adjacent the power button 34. However, in other embodiments,the navigation buttons 36, select button 38, and power button 34 can bein any other arrangement on the housing 28. Also, it will be appreciatedthat the user-manipulatable controls 30 can be buttons as shown in FIGS.5-11, but can instead or also be any other type of user-manipulatablecontrol. For example, any of the user-manipulatable controls 30 can bedome or tact switch, heat-sensitive, or other types of buttons, can beknobs or dials, and the like. Also, fewer or more user-manipulatablecontrols 30 can be used in other embodiments, such as for vehiclecharging cords 22 not having a power button 34 (i.e., automaticallypowered upon connection to a power source), vehicle charging cords 22having more or fewer navigation buttons (depending in some embodimentsupon the arrangement of options on screens 32 shown on the display 32),and the like.

Although a display 32 in conjunction with a number of button-typeuser-manipulatable controls 34, 36, 40 is employed in the embodiment ofFIGS. 2, 5-11 and 15, in other embodiments, the display 32 and anynumber of the button-type user-manipulatable controls 34, 36, 40 can bereplaced by a touch screen (not shown). The touch screen can enable auser to display options, navigate between two or more screens, andselect options by inputting commands directly into the display 32, andin some embodiments can simplify control of the vehicle charging cord22.

With reference now to FIG. 15, in some embodiments, the vehicle chargingcord 22 has a controller 44 located within the housing 28 and at leastpartially controlling operations of the vehicle charging cord 22. Thecontroller 44 in the illustrated embodiment of FIGS. 2, 5-11 and 15 is aprogrammable processor of any suitable type, but in some embodiments cantake other forms such as non-programmable processor, a system ofdiscrete logic elements, and any combination thereof. The illustratedvehicle charging cord 22 also has a transceiver 46 coupled to thecontroller 44, enabling the controller 44 to communicate with anothercontroller. The other controller can be one or more processors of apersonal computer, phone, PDA, or other processor-based deviceassociated with a user of the vehicle charging cord 22, one or moreprocessors of a server or other computer associated with a power utilityproviding power to the vehicle charging cord 22, and the like). In theillustrated embodiment of FIGS. 2, 5-11 and 15, the other controller isa remote computer of a power utility 48, and is indicated at 50. Thecontroller 50 of the power utility 48 is coupled to a power utilitytransceiver 52 to enable the power utility 48 to communicate with thecontroller 44 of the vehicle charging cord 22.

The transceiver 46 of the vehicle charging cord 22 and the transceiver52 for the computer of the power utility 48 can each take any suitableform. However, it will be appreciated that the transceiver 52 for thecomputer of the power utility 48 can be selected to enable the computerof the power utility 48 to communicate with multiple vehicle chargingcord controllers 44 of the same or different users. Also, thetransceiver 46 of the vehicle charging cord 22 and/or the transceiver 52for the computer of the power utility 48 can be replaced by a separatetransmitter and a separate receiver enabling two-way communicationbetween the controller 50 of the power utility 48 and the controller 44of the vehicle charging cord 22. Such communication can be via the powerlines 14 (see FIG. 1) between the computer of the power utility 48 andthe locations 16 at which the vehicle charging cord 22 is used. In thisregard, reference herein and in the appended claims to a “receiver” anda “transmitter” is intended to encompass transceivers as well asseparate receivers and transceivers.

Any power line communication (PLC) system or combination of PLC systemsadapted for carrying data over power lines 14 can be used forcommunication between the controllers 44, 50 described above, such asdistribution line carrier (DLC) PLC systems, broadband over linescarrier (BLC) systems, low-speed narrow-band communication systems(proposed and used in Demand Side Management systems), and the like.Communication between the controller 50 of the power utility 48 and thecontroller 44 of the vehicle charging cord 22 can be through any numberof substations between the power utility 48 and the location 16 at whichthe vehicle charging cord 22 is used. Also, depending at least in partupon the PLC system(s) used, such communication can be through anynumber of repeaters as is well known to those skilled in the art of PLCsystems.

The controller 50 of the power utility 48 (with which the controller 44of the vehicle charging cord 22 communicates) can be located anywherebetween the location 16 of the user and the sources of power 12. Forexample, the controller 50 of the power utility 48 can be located at afacility where power is generated, at an office of the power utility 48,at any of a number of substations between the source of power 12 and thelocation 16 of the user, and the like.

By connecting the first end 24 of the vehicle charging cord 22 to anelectrical outlet of a building or facility (or to a power cord, powerdevice, or other power interface with the electrical system of thebuilding or facility), communication can be established over the vehiclecharging cord 22, the electrical system of the home, building, or otherfacility (e.g., through wiring and one or more circuit breakersthereof), and low and high-voltage power lines to the power utility 48and the controller 50 of the power utility 48 described above. In someembodiments, this communication can be established automatically uponplugging in the first end 24 of the vehicle charging cord 22, whereas inother embodiments, this communication is established when the vehiclecharging cord 22 is turned on or when a user enters an appropriatecommand to establish this communication (described in greater detailbelow), or in any other suitable manner. Communication betweenprocessors established automatically upon their connection are wellknown to those skilled in the art, and are not therefore describedfurther herein.

As discussed above, communication between the controller 44 of thevehicle charging cord 22 and the controller 50 of the power utility 48can be over power lines, wiring, or other conductors. However, it willbe appreciated that communication along any portion or all of thedistance between the controller 50 of the power utility 48 and thevehicle charging cord 22 can include wireless communication. In suchcases, any number of wireless transmitters and receivers (and associatedantennae) can be used to send and receive communications between thecontroller 50 of the power utility 48 and the vehicle charging cord 22.By way of example only, the vehicle charging cord 22 can have a wirelessprocessor and associated antenna, receiver, and transmitter enablingwireless communication with a wireless service provider, and ultimatelyto the controller 50 of the power utility 48. Like the PLC communicationdescribed above, wireless communication between the controller 50 of thepower utility 48 and the vehicle charging cord 22 can be establishedautomatically upon plugging in the first end 24 of the vehicle chargingcord 22, when the vehicle charging cord 22 is turned on, or when a userenters an appropriate command to establish this communication (describedin greater detail below).

In some embodiments, the controller 44 of the vehicle charging cord 22communicates with a user's computer rather than, or in addition to,communicating with the controller 50 of the power utility 48. Thiscommunication can be any combination of wired or wireless communication.For example, a residence-based, office-based, or other facility-basedPLC system can be used to communicate between the controller 44 of thecharging cord 22 and a user's computer (via the electrical system of theresidence, office, or other facility). In other embodiments, the vehiclecharging cord 22 can have a wireless processor adapted for communicationwith a user's computer. Such communication can be through any suitablewireless personal area network (WPAN) (using, for example, ZigBee®,Bluetooth®, or any other WPAN wireless technology), wireless local areanetwork (WLAN), and the like. Like the PLC communication describedabove, communication between the controller 50 of the power utility 48and the user's computer can be established automatically upon pluggingin the first end 24 of the vehicle charging cord 22, when the vehiclecharging cord 22 is turned on, or when a user enters an appropriatecommand to establish this communication (described in greater detailbelow).

Upon connection with a user's computer (wireless or otherwise), a usercan control the vehicle charging cord 22 in any of the same manners as apower utility 48 described in greater detail below. Alternatively or inaddition, communication between the controller 44 of the vehiclecharging cord 22 and the controller of 50 of the power utility 48 can beestablished through the user's computer. Specifically, wired or wirelesscommunication between the controller 44 of the vehicle charging cord 22and the user's computer can be used in conjunction with a connectionbetween the user's computer and the controller 50 of the power utility48 to enable communication between the controller 44 of the vehiclecharging cord 22 and the controller 50 of the power utility 48. Suchcommunication can thereby enable the power utility 48 to control thevehicle charging cord 22 (in any of the manners described below) via theuser's computer.

With reference now to FIGS. 6-11, the illustrated vehicle charging cord22 has a first screen 40 providing information regarding the vehiclecharging cord 22, a battery connected thereto, and the status ofcharging operations of the vehicle charging cord 22. In the illustratedembodiment of FIGS. 2, 5-11 and 15, the screen 40 has a vehicle chargingcord status indicator 42, which displays the status of chargingoperations. The status indicator 42 can indicate whether the vehiclecharging cord 22 is charging a battery, the type of charging operationsbeing performed by the vehicle charging cord 22, and/or whether an errorin charging the battery has been detected.

In the state of the vehicle charging cord 22 shown in FIGS. 6, 10, and11, the vehicle charging cord 22 is not charging a battery connectedthereto, nor is the vehicle charging cord 22 programmed or otherwisecontrolled to charge a battery (described in greater detail below).Accordingly, the status indicator 42 displays “OFF”. In the state of thevehicle charging cord 22 shown in FIG. 7, the vehicle charging cord 22is in the process of charging a vehicle battery in “manual” mode (i.e.,not based upon a time of day). Therefore, the status indicator 42displays “MANUAL CHARGE IN PROCESS” in FIG. 7. In the state of thevehicle charging cord 22 shown in FIG. 8, the vehicle charging cord 22is in the process of charging a battery based upon one or moreinstructions that can include a time of day to begin charging thebattery and/or a time of day to stop battery charging (discussed ingreater detail below). Accordingly, the status indicator 42 displays“PROGRAMMED CHARGE IN PROCESS” in FIG. 8. Finally, in the state of thevehicle charging cord 22 shown in FIG. 9, an error has been detected bythe vehicle charging cord 22 in the process of attempting to charge thebattery. Therefore, the status indicator 42 display “ERROR—BATTERYFAULT” in FIG. 9. In some embodiments, the vehicle charging cord 22 canhave appropriate circuitry to detect a variety of charging problems,including without limitation a damaged battery, a damaged vehiclecharging cord 22, a disconnection between the vehicle charging cord 22and a source of power used to charge the vehicle battery, and/or adisconnection between the vehicle charging cord 22 and the battery to becharged. A large number of conventional circuits capable of detectingsuch problems exist, and are not therefore described further herein.Such circuits fall within the spirit and scope of the present invention.

The first screen 40 of the vehicle charging cord 22 illustrated in FIGS.2, 5-11 and 15 also has a communication status indicator 54. Thecommunication status indicator 54 indicates whether communication existsbetween the controller 44 of the vehicle charging cord 22 and a computer(e.g., a computer of the power utility 48, the user's computer, a mobilephone, PDA, or other processor-based device as described above, and thelike). For example, in the “OFF” state of the vehicle charging cord 22illustrated in FIG. 6, no communication exists between the controller 44of the vehicle charging cord 22 and a computer, so the communicationstatus indicator 54 displays an appropriate indicator. In the otherstates of the vehicular charging cord 22 illustrated in FIGS. 7-11,including the states of FIGS. 10 and 11 where the vehicle charging cord22 is in an “OFF” state but is not set to charge a battery,communication has been established and maintained between the controller44 and a computer, so the communication status indicator 54 displays anindicator showing this status.

The first screen 40 of the vehicle charging cord 22 illustrated in FIGS.2, 5-11 and 15 also has a power connection status indicator 56. Thepower connection status indicator 56 indicates whether an electricalconnection exists between the vehicle charging cord 22 and a source ofpower (e.g., an electrical system of a house, office, facility, or otherlocation) to charge a battery. When the first end 24 of the illustratedvehicle charging cord 22 is unplugged or is connected to an electricalsystem not providing power to the vehicle charging cord 22, the powerconnection status indicator 56 displays such an indicator (see, forexample, FIG. 6). Otherwise, if a proper power connection is made, theconnection status indicator 56 displays an appropriate indicator showingthat such a connection has been made (see, for example, FIGS. 7-11).

A clock 58 is also displayed on the first screen 40 shown in FIGS. 6-9.Any form of clock can be displayed as desired, preferably indicatingwhether the displayed time is “A.M.” or “P.M.”. In some embodiments,time on the clock 58 is maintained by the controller 44 of the vehiclecharging cord 22, and can be maintained even if no power is supplied tothe vehicle charging cord 22 (e.g., when the vehicle charging cord 22 isunplugged) by a battery of the vehicle charging cord 22. Such a battery(not shown) can be connected to the controller 44 of the vehiclecharging cord 22, can be located within the housing 28, and in someembodiments can be removed and replaced by a user as necessary via adoor or other battery cover (also not shown). In these and otherembodiments, the time displayed upon the clock 58 can be retrieved anddisplayed by the controller 44 from a computer upon establishment ofcommunication with the computer in any of the manners described above.

The first screen 40 of the vehicle charging cord 22 illustrated in FIGS.2, 5-11 and 15 also has a battery charge level indicator 60. Using anybattery diagnostic circuitry desired, the controller 44 of the vehiclecharging cord 22 can detect the level of charge of a battery 20 to whichthe vehicle charging cord 22 is connected (e.g., by the plug on thesecond end 26 of the vehicle charging cord 22 described above). Thebattery charge level indicator 60 illustrated in FIGS. 6-9 is a barchart displaying charges ranging from 0% to 100%, and also displayingthe percentage of full charge of a vehicle battery 20 to which thevehicle charging cord 22 is connected (e.g., 31% in FIG. 6). However,other types of battery charge level indicators 60 can be used in otherembodiments.

For example, the battery charge level indicator 60 can be simply anumber (e.g., the percentage of full charge of the battery 20, the exactcharge level of the battery in amp-hours or in another unit ofmeasurement, another number representative of the amount of charge ofthe battery 20 but not necessarily in units conventionally used toindicate battery charge, and the like). As another example, the batterycharge level indicator 60 can also or instead include any other chart orvisual representation, such as a pie chart, an escalating series of barshaving different lengths, a symbol having different colors and/orbrightness levels representing different battery charge levels, a gaugewith a needle or other pointer, text in any language indicating thelevel of battery charge (e.g., “empty, very low, low, high, full”), andthe like. The battery charge level indicator 60 can comprise anygraphics, text, or combination of graphics and text to convey the levelof charge of the battery 20 to a user, and can be any size desired onthe first screen 40. The controller 44 of the vehicular charging cord 22can monitor the charge level of the battery 20 being charged, and canupdate the battery charge level indicator 60 continuously or on aperiodic basis.

In some embodiments, the first screen 40 of the vehicular charging cord22 also displays the voltage and/or amperage used to charge a battery 20connected thereto. These voltage and/or amperage indicators are includedin the embodiment of the vehicle charging cord 22 shown in FIGS. 2, 5-11and 15, and are given reference numbers 62 and 64, respectively.

As also shown in FIGS. 6-9, the first screen 40 of the vehicle chargingcord 22 can include other information regarding the status of a batterycharging session performed by the vehicular charging cord 22, includingthe amount of time estimated to completely charge the battery 20 (inminutes, minutes and hours, or in any other format), the estimated oractual amount of power already consumed during the present chargingsession (in kWh or in any other unit of measurement), the actual orestimated cost of charging the connected battery 20 per hour or otherunit time, and/or the total actual or estimated cost of the currentcharging session to the present time. Each of these examples ofinformation is displayed on the first screen 40 shown in FIGS. 6-9, andis indicated with reference numbers 66, 68, 70, and 72, respectively.

The charge time remaining indicator 66 and the power used indicator 68can be calculated by the controller 44 in any of a number of mannerswell known to those in the art of battery charging and electrical powermetering technology. In this regard, it will be appreciated that thecharge time remaining can be calculated taking into account thenon-linear rate of charging for many batteries 20, wherein the rate ofbattery charge at different levels of battery charge changes. Formulasfor such estimates are well known to those skilled in the art of batterycharging, and are not therefore described further herein. The chargecost per hour indicator 70 can be retrieved and displayed by thecontroller 44 from a computer upon establishment of communication withthe computer in any of the manners described above, or can be manuallyentered into the vehicle charging cord 22 by a user using theuser-manipulatable controls 30 and an appropriate data entry cell ormenu on the display 32 (not shown). In those embodiments in which thecharge cost per hour is retrieved from another computer as describedabove, the controller 44 can retrieve a cost per kWh figure directlyfrom the power utility 48 (e.g., from the controller 50 of a computer ofthe power utility 48), from the user's computer in which is stored acost per kWh figure entered there or retrieved by the user's computer,and the like, and can multiply that figure by an estimated kWh level atwhich the vehicle charging cord 22 will charge the battery 20 to displaythe charge cost per hour 70 for the current battery charging session.The total cost to the present time for a charging session 72 can becalculated by the controller 44 simply by multiplying the values ofindicators 68 and 70 together.

In some embodiments, any or all of the indicators 66, 68, 70, and 72 canbe updated periodically during a charging session, such as every second,minute, or other time interval. Any or all of the indicators 66, 68, 70,72 can be continually updated by receiving streaming data from thecontroller 50 of the power utility 48 or from the user's computer. Forexample, the charge time remaining indicator 66 can be updated by thecontroller 44 every second or minute based upon battery chargecalculations made at the beginning of the charging session or madeperiodically during the charging session. As another example, the powerused indicator can be updated by the controller 44 every second, minute,or in greater periods of time based upon the actual or estimated powerdelivered via the vehicle charging cord 22. As yet another example, thecharge cost per hour indicator 70 can be updated every second, minute orother time period based upon cost information retrieved by thecontroller 44 from the controller 50 of the power utility 48 or theuser's computer, and/or can be updated immediately upon receivingstreaming or batch-loaded power cost information from the controller 50of the power utility 48 or the user's computer.

The first screen 40 of the vehicle charging cord 22 illustrated in FIGS.2, 5-11 and 15 also has a battery charge selector 74 by which a user canselect the manner in which the vehicle charging cord 22 will charge avehicle battery 20. By pressing the navigation buttons 36 and then theselect button 38 described above, a user can highlight a desired mannerin which the vehicle charging cord 22 will charge a vehicle battery 20connected thereto. The battery charge selector options illustrated inFIGS. 6-9 include “OFF”, “PROGRAMMED CHARGE”, AND “MANUAL CHARGE”, anyof which can be highlighted and selected by a user as just described.Although a radio button format of the battery charge selector 74 isillustrated in the embodiment of FIGS. 2, 5-11 and 15, the batterycharge selector 74 can have any other form desired, including withoutlimitation a drop-down or pop-up menu, and the like. Upon selecting thedesired charge state as just described, the vehicle charging cord 22 canimmediately begin a charging session by beginning to supply current tothe battery 20 to which the vehicle charging cord 22 is connected (e.g.,by closing a switch 92 coupled to the controller 44 as described ingreater detail below), or can begin such a session after a user thenpresses the power button 34. For example, if the power button 34 isselected after the “MANUAL CHARGE” button has been selected, thecontroller 44 can causes the switch 92 to close without delay in orderto begin charging the vehicle battery 20, whereas if the power button 34is selected after the “PROGRAMMED CHARGE” button has been selected, thecontroller 44 can cause the switch 92 to close only after one or moreconditions have been met as will be described in greater detail below.In any case, once a user commands and enables the vehicle charging cord22 to begin charging immediately or to begin charging at a later timebased upon a set of instructions as described elsewhere herein, avehicle charging session begins.

The operational status of the vehicle charging cord 22 can be displayedby the vehicle charging cord 22 in a number of different manners andlocations. For example, the vehicle charging cord status indicator 42described above can be provided. Alternatively or in addition, one ormore graphics (e.g., symbols, colors, and the like) providing the samegeneral status indicators (e.g., off, charging in process, error) can bedisplayed elsewhere on the housing 28, such as through a translucent ortransparent portion of the housing 28, through a lens located on thehousing 28, and the like. In this regard, one or more graphics can beprinted on the interior and/or exterior of the housing 28, can beinvisible or substantially not visible to a user when not illuminated,and can be illuminated by one or more lamps, LEDs or other light sourceswithin the housing 28 when such graphics are to be displayed. By way ofexample only, the controller 44 can display a battery charging symbolsuch as that shown in FIGS. 7 and 8 in a first charge status displayarea 76A when a charging session is in process, or when the vehiclecharging cord 22 is in the process of charging a battery 20 (asdescribed in greater detail below, the battery 20 may not be activelycharging the battery 20 at one or more times during a charging session).As another example, the controller 44 can display an error symbol suchas that shown in FIG. 9 in the same or a different charge status displayarea 76B when any of the battery charging errors described above havebeen detected. Still other battery charging symbols indicating any otherinformation regarding the status of the vehicle charging cord 22 and itsoperation can be displayed anywhere on the housing as a supplement to orin addition to the information shown on the display 32 described above.In some embodiments, one or more status display areas 76 as justdescribed can even replace the display 32.

With continued reference to the illustrated embodiment of FIGS. 2, 5-11and 15, in some embodiments, the controller 44 of the vehicle chargingcord 22 can display two or more different screens upon the display 32.This control enables a user to view substantially more information thanthat available from other types of displays and from other types ofcontrols and indicators on the housing 28. By way of example only, twosuch alternative screens 40A, 40B are illustrated in FIGS. 10 and 11,respectively, and can be accessed in a number of different manners. Insome embodiments, each screen 40, 40A, 40B is accessed by selecting anavigation button, such as by using navigation button 36 in theillustrated embodiment to highlight a desired navigation button on thescreen 40, 40A, 40B. In other embodiments, one or more navigationbuttons 36 on the housing 28 are provided to move between screens 40,40A, 40B, such as forward and back buttons, a single button to scrollthough two or more screens 40, 40A, 40B, and the like. Although threedifferent screens 40, 40A, 40B can be shown upon the display 32 in theillustrated embodiment of FIGS. 2, 5-11 and 15, any other number ofdisplays (e.g., 1, 2, 4, or more) can be shown upon the display 32, andcan include any number and arrangement of the indicators, selectors, andother information described herein. In still other embodiments, a singlescreen 40 is provided, only a portion of which is visible on the display32 at any given time. In such cases, other portions of the screen 40 canbe viewed by scrolling in any desired direction using one or morenavigation buttons 36 or other user-manipulatable controls on thehousing 28.

In the illustrated embodiment of FIGS. 2, 5-11 and 15, the first screen40 has two navigation buttons 78, 80, each of which causes thecontroller to display a different screen 40A, 40B when selected by auser in the manner described above. When a first “PROGRAM A CHARGE”navigation button 78 is selected by a user, the controller 44 replacesthe first screen 40 with a second screen 40A shown in FIG. 10. Thissecond screen 40A enables a user to change the manner in which thevehicle charging cord 22 will operate to charge one or more batteries 20connected thereto. The second screen 40A also has navigation buttons 82,84 that can be selected by a user to return to the first screen 40,whether by making one or more changes to operation of the vehiclecharging cord 22 (by selecting the “GO” navigation button 84), or bymaking no changes to operation of the vehicle charging cord 22 (byselecting the “CANCEL” navigation button 84). In the illustratedembodiment, selection of either navigation button 82, 84 on the secondscreen 40A will return the user to the first screen 40.

A valuable feature of the vehicle charging cord 22 of FIGS. 2, 5-11 and15 is the ability of a user to at least partially control when thevehicle charging cord 22 will begin to charge one or more batteries 20connected thereto. In many geographic locations, times of day, and timesof the year, the ability of power utilities 48 to supply the full powerdemand of users is limited or is inadequate. Although power utilitiescan often generate or otherwise obtain additional power at peak periods,such power often comes at a higher price to the power utility 48.Regardless of whether a higher price is paid by the utility, higherpower prices are often charged to consumers of the power utility 22during peak periods. In many cases, power utilities 48 encourage theircustomers to consume power at non-peak periods, such as a nighttime, andoften give significant discounts to those who consume power during suchperiods. The vehicle charging cord 22 of FIGS. 2, 5-11 and 15 enablesthe user to take advantage of such cost savings by controlling whenvehicle battery charging will occur. Even in those cases where savingsto the power consumer are not provided, the vehicle charging cord 22 canbe used to reduce power draw upon power utilities 48 at peak timesand/or to better manage power consumption.

With reference to FIG. 10, the second screen 40A (entitled the“Programmed Charge” screen in FIG. 10) can show any amount of theinformation shown on the first screen 40 described above, such as thevehicle charging cord status indicator 42, the communication statusindicator 54, the power connection status indicator 56, and the clock58. The second screen 40A enables a user to select a time at which thevehicle charging cord 22 will begin charging a battery 20 connectedthereto. For this purpose, the second screen 40A has a button 86 thatcan be selected (e.g., by user manipulation of the navigation and selectbuttons 36, 38 as described above) to set the vehicle charging cord 22to begin charging at a desired time of day. This time of day can bechanged and set by one or more time change buttons 88, such as by usingthe navigation buttons 36 to highlight one of the time change buttons 88and by using the select button 38 to change the charge start time 90displayed on the second screen 40A. Any other manner of changing andselecting a desired time can be used as desired, including withoutlimitation drop down or pull-up menus displaying various charge starttimes that can be selected.

Once a charge start time has been selected by a user as just described,the user can select the navigation button 82 described above to returnto the first screen 40, and can command the vehicle charging cord 22 tobegin a charging session by pressing the power button 34. By doing so,the controller 44 of the vehicle charging cord 22 will compare the starttime 90 entered by the user to the current time of day (e.g., displayedby the clock 58 as described above), and will begin charging the battery20 at the entered charge start time 90. With reference to FIG. 15, thevehicle charging cord 22 can have a relay or other electrical switch 92coupled to the controller 44 and operable by the controller 40 to closeat the charge start time 90. Once the charge start time 90 has beenreached, the controller 40 can automatically close the switch 92,thereby supplying a current to the battery 20 for charging the battery20. The switch 92 can remain closed until the controller 40 detects thatthe battery 20 is fully or sufficiently charged, until an error incharging is detected (as described above), or in some embodiments untila charge stop time or other triggering event occurs. When any suchcondition is reached, the switch 92 can open, thereby stopping currentflow to the battery 20 and stopping the battery charging process. Thevehicle charging cord 22 can be provided with any battery chargecircuitry suitable for charging the battery 20. Such battery chargecircuitry is well know, and can include one or more voltmeters and/oramp meters for this purpose.

For example, the vehicle charging cord 22 illustrated in FIGS. 2, 5-11and 15 includes an amp meter 94 and a volt meter 96 electrically coupledto a power line 98 supplying power to the battery 20. The controller 44can utilize information from the amp meter 94 and/or volt meter 96 todetermine whether the battery 20 is fully charged, and to automaticallystop charging the battery 20 (e.g., by opening the switch 92) when thebattery 20 is fully charged.

Accordingly, the vehicle charging cord 22 can be programmed to begincharging a battery 20 connected thereto at any time of day desired by auser. A user can therefore select an off-peak power time, and in someapplications when the cost of power is reduced.

It will be appreciated that the time selected by a user to begincharging the battery 20 may not be the most optimal time for a powerutility 48 to supply power for charging the battery 20. For example, inan emergency or during an unexpected surge of power demand, an otherwiseoff-peak time to begin charging the battery 20 may not be desirable forthe power utility 20. As another example, widespread use of the vehiclecharging cord 22 may result in surges of power demand at particularoff-peak times, such as at midnight, 1 a.m., 2 a.m., or other chargestart times that may be commonly selected by users in programming thevehicle charging cord 22 as described above. Another valuable feature ofthe vehicle charging cord 22 illustrated in FIGS. 2, 5-11 and 15 canhelp to reduce or eliminate these problems. With reference again to FIG.10, the second screen 40A has another button 100 that can be selected(e.g., by user manipulation of the navigation and select buttons 36, 38as described above) to set the vehicle charging cord 22 to completecharging by a desired time of day. This time of day can be changed andset by one or more time change buttons 102, such as by using thenavigation buttons 36 to highlight one of the time change buttons 102and by using the select button 38 to change the charge completion time104 displayed on the second screen 40A. Any other manner of changing andselecting a desired time can be used as desired, including withoutlimitation drop down or pull-up menus displaying various charge starttimes that can be selected.

Once a charge start time has been selected by a user as just described,the user can select the navigation button 82 described above to returnto the first screen 40, and can command the vehicle charging cord 22 tobegin a charging session by pressing the power button 34. In such cases,the controller 44 receives the charge completion time 90 and can delaythe start time at which battery charging will commence based upon one ormore factors (described below).

In some embodiments, the controller 44 automatically retrieves powerinformation from a memory 106 coupled to the controller 44. This powerinformation can include the cost of power per unit time, one or morepre-set times, and the like, and can be saved in the memory 106 by thecontroller 44. The controller 44 can receive the power information fromthe transceiver 46 of the vehicle charging cord 22, which can receivethe power information in communication with the controller 50 andtransceiver 52 of the power utility 48 and/or in communication with theuser's computer. This communication can occur in any of the mannersdescribed above regarding the communication between the controllers 44,50 and/or between the controller 44 and the user's computer. In thisregard, the information can be originally produced by the power utility48, or can be produced by a user entering the information into theuser's computer for transfer to the controller 44 and memory 106 of thevehicle charging cord 22.

The controller 44 can delay the time at which battery charging willbegin based upon the power information just described, whether stored inthe memory 106 of the vehicle charging cord 22 or retrieved from thepower utility 48 without being stored in the memory 106. In someembodiments, the battery charging start determined by the controller 44can be based upon a threshold cost of power reached over a period oftime. This cost of power can be received periodically by the controller44 from the power utility 48, such as by the controller 44 of thevehicle charging cord 22 polling the controller 50 of the power utility48, or by the controller 50 of the power utility 48 regularly sending orstreaming updated cost of power information to the controller 44 of thevehicle charging cord 22. Upon reaching a desired cost of power (e.g.,$0.50/hr., $0.45/hr., $0.40/hr.), the controller 44 of the vehiclecharging cord 44 can automatically cause the switch 92 to close, therebycharging the vehicle battery 20. This threshold cost of power can beinput by a user into the vehicle charging cord 22 in any of the mannersdescribed above in connection with other information entry, such as byanother data entry field similar to that of the desired charge starttime 90 or the desired charge completion time 104.

In some embodiments, the controller 44 can also automatically cause theswitch 92 to open if a desired cost of power threshold is reached,thereby interrupting battery charging. In such cases, battery chargingcan resume in the same manner as it began when the cost of power lowersas detected by the controller 44 of the vehicle charging cord 22. Anynumber of interruptions and resumptions in charging the vehicle battery20 can take place in this manner.

In some embodiments, the controller 44 detects a command from the userto begin a charging session, and through communication with thecontroller 50 of the power utility 48 (whether initiated by thecontroller 44 of the vehicle charging cord 22 or initiated by thecontroller 50 of the power utility 48 by periodic polling or in anyother manner), provides a signal to the controller 50 of the powerutility 48 that a charging session has been requested. Upon receivingthis signal, the controller 50 of the power utility 48 can request orotherwise receive the charge completion time 104 from the controller 44of the vehicle charging cord 22. In some embodiments, additionalinformation regarding the charging session can also be received, such asthe level of charge of the battery 20 connected to the vehicle chargingcord 22, and/or the estimated charge time remaining (discussed above inconnection with the charge time remaining indicator 66). Still otherinformation can be received by the controller 50 of the power utility48, such as the capacity of the battery 20, the battery type, themanufacturer of the battery 20, the model or other identificationinformation of the battery 20, and/or the battery age.

Any or all of this information can be retrieved by or transmitted to thecontroller 44 of the vehicle charging cord 44 by communication with acontroller 108 of the battery 20 (i.e., for batteries 20 having anintegrated circuit or other controller adapted for communication withanother controller, otherwise known as “smart batteries”) or vehicle.For example, the battery capacity, type, manufacturer, model or otheridentification information, and/or age can be stored in a memory (notshown) of the battery 20 coupled to and accessible by a controller 108of the battery 20. This information can be stored in the memory of thebattery 20 by the manufacturer, supplier, and/or servicer of the battery20, or in some embodiments by a user. As another example, any or all ofthis information can be stored in a memory (not shown) of the vehicle 18coupled to and accessible by a controller 108 of the vehicle 18. Thisinformation can be stored in the memory of the vehicle 18 by themanufacturer, supplier, and/or servicer of the vehicle 18, or in someembodiments by a user. For example, upon installation of a battery intothe vehicle 18, the installer can access the controller 108 of thevehicle 18 in a conventional manner to record the battery capacity,type, manufacturer, model or other identification information, and/orage in a memory associated with the vehicle 18. Any of this informationcan be transmitted to or retrieved by the controller 44 of the vehiclecharging cord 22 automatically upon connection to the vehicle 18 or atany other time, and in some embodiments can be stored in the memory 106of the vehicle charging cord 22. In some embodiments, any of thisinformation can then be retrieved from the memory 106 of the vehiclecharging cord 22 and/or from the memory of the vehicle 18 fortransmission to the controller 50 of the power utility 48 or fordetermining when to begin charging a battery 20 based upon any of theembodiments described herein.

Based upon the battery information obtained by the power utility 48 asdescribed above, the power utility 48 can determine an desirable time tobegin charging the battery 20 connected to the vehicle charging cord 22.This time can be based upon a number of factors that are specific to therequested charging session, such as the charge time completion for therequested charging session, as well as other factors that areindependent of the requested charging session, such as the current andanticipated power draw by other customers of the power utility 48,and/or the current and anticipated cost of power to the power utility48. Accordingly, based upon the battery information obtained by thepower utility 48, the power utility 48 can control when the vehiclecharging cord 22 starts to charge the battery 20 connected thereto. Thiscontrol can occur, for example, by sending a signal from the controller50 of the power utility 48 to the controller 44 of the vehicle chargingcord 22 at a desired start time to trigger closure of the switch 92, orby sending a signal from the controller 50 of the power utility 48 tothe controller 44 of the vehicle charging cord 22 to close the switch 92at a particular future time (which time can be stored in the memory 106of the vehicle charging cord 22 or can begin a timer counting to thatparticular time of day), or in other manners. In this manner, the powerutility 48 can maintain a degree of control over power draw while stillfollowing an instruction by the user to complete a vehicle chargingsession by a desired time.

As just described, in some embodiments the power utility 48 can controlwhen the vehicle charging cord 22 begins charging a battery 20 connectedthereto. Alternatively or in addition, in some embodiments the powerutility 48 can interrupt charging of a vehicle battery 20 in the eventthat it is desirable to delay the remainder of the charging process,such as during a surge of demand occurring while a battery 20 is beingcharged, in an emergency, and the like. This interruption can occur, forexample, by sending a signal from the controller 50 of the power utility48 to the controller 44 of the vehicle charging cord 22 at a desiredinterruption time to trigger the switch 92 to open, or by sending asignal from the controller 50 of the power utility 48 to the controller44 of the vehicle charging cord 22 to open the switch 92 at a particularfuture time (which time can be stored in the memory 106 of the vehiclecharging cord 22 or can begin a timer counting to that particular timeof day), or in other manners. The power utility 48 can resume chargingthe vehicle battery 20 in the same manner as described above inconnection with beginning to charge the vehicle battery 20. Any numberof interruptions and resumptions in charging the vehicle battery 20 cantake place based upon the desires and needs of the power utility 48 andthe power draw upon the power utility 48.

Although it is desirable in some applications to delay the time at whichcharging of the vehicle battery 20 will begin based upon any of theembodiments described herein, it is also desirable in many cases toinsure that a minimum level of battery power is immediately available tothe user. This minimum level of battery power can be needed, forexample, in case of emergency, or in the event that the userunexpectedly needs use of the vehicle 18. In such cases, the vehiclecharging cord 22 illustrated in FIGS. 2, 5-11 and 15 has anothervaluable feature. With particular reference to FIG. 10, the secondscreen 40A of the illustrated vehicle charging cord 22 has a button 110that can be selected (e.g., by user manipulation of the navigation andselect buttons 36, 38 as described above) to set the vehicle chargingcord 22 to immediately begin charging the battery 20 until a minimumthreshold level of battery charge has been reached regardless of whethera programmed charge has also been selected as described above. Thisminimum threshold level of battery charge can be changed and set by oneor more charge level buttons 112, such as by using the navigationbuttons 36 to highlight one of the charge level buttons 112 and by usingthe select button 38 to change the minimum threshold level of batterycharge 114 displayed on the second screen 40A. Any other manner ofchanging and selecting a desired minimum level of battery charge can beused as desired, including without limitation drop down or pull-up menusdisplaying various levels of battery charge that can be selected.

When the button 110 is selected (and in some embodiments, after the userselects the navigation button 82 described above to return to the firstscreen 40, and after the user commands the vehicle charging cord 22 tobegin a charging session by pressing the power button 34), thecontroller 44 determines whether the charge level of the vehicle battery20 connected thereto is below the threshold input by the user. Thebattery charge level can be determined as described above. If thebattery charge level is below the threshold input by the user, or insome cases at or below the threshold input by the user, the controller44 of the vehicle charging cord 22 automatically causes the switch 92 toclose, thereby charging the vehicle battery 20 without delay. If theuser has also requested a programmed charge as described above, thevehicle charging cord 22 continues to charge the vehicle battery 20until the minimum threshold level of battery charge 114 has beenreached. At this time, the vehicle charging cord 22 resumes operation inprogrammed mode. For example, if the charge start time 90 has alreadypassed or if the current cost of power is below the desired cost ofpower as described above, the controller 44 can continue to charge thevehicle battery 20, and can do so without interruption following batterycharging to the minimum threshold level of battery charge as justdescribed. As another example, if the power utility 48 had determinedthat the vehicle battery 20 should be charged (e.g., based at least inpart upon a charge completion time 104 entered by a user as alsodescribed above), the controller 44 can continue to charge the vehiclebattery 20, and can do so without interruption following batterycharging to the minimum threshold level of battery charge as justdescribed.

Of course, if the vehicle charging cord 22 is operating in a manualcharge mode (e.g., not based upon a time of day as selected usingbuttons 86 and 100), the vehicle charging cord 22 can begin to chargethe vehicle battery 20 immediately after the user presses the powerbutton 34, regardless of the degree to which the battery charge has beendepleted.

In some embodiments, user control over additional functions and featuresof the vehicle charging cord 22 is enabled by further controls andmenus. Additional controls and menus can be shown on the display 32 ineither or both of the screens 40, 40A described above, or in any numberof additional screens. By way of example only, the vehicle charging cord22 of the embodiment illustrated in FIGS. 2, 5-11 and 15 has a thirdscreen 40B shown in FIG. 11. This third screen 40B can be a utilitiesscreen accessed by a user when the “UTILITIES” navigation button 80 isselected in a manner as described above. The third screen 40B also hasnavigation buttons 116, 118 that can be selected by a user to return tothe first screen 40, whether by making one or more changes to operationof the vehicle charging cord 22 (by selecting the “GO” navigation button116), or by making no changes to operation of the vehicle charging cord22 (by selecting the “CANCEL” navigation button 118). In the illustratedembodiment, selection of either navigation button 116, 118 on the thirdscreen 40B will return the user to the first screen 40.

With continued reference to FIG. 11, the third screen 40B can show anyamount of the information shown on the first screen 40 described above,such as the vehicle charging cord status indicator 42, the communicationstatus indicator 54, the power connection status indicator 56, and theclock 58. The third screen 40B can include a battery charge rateselector 120 enabling a user to change the amperage at which the vehiclecharging cord 22 charges a battery 20 connected to the vehicle chargingcord 22. This amperage can be changed and set by one or more amperagelevel buttons 122, such as by using the navigation buttons 36 tohighlight one of the amperage level buttons 122 and by using the selectbutton 38 to change the amperage of the vehicle charging cord 22displayed on the third screen 40B. Any other manner of changing andselecting a charging amperage can be used as desired, including withoutlimitation drop down or pull-up menus displaying various chargingamperages that can be selected. Although not shown in FIG. 11, in otherembodiments, a similar selector can be used to also or instead changethe voltage at which the vehicle charging cord 22 charges a battery 20connected to the vehicle charging cord 22.

Additional features that can be used in any of the vehicle charging cordembodiments described and/or illustrated herein relate to communicationsettings of the vehicle charging cord 22. For example, the third screen40B of the vehicle charging cord 22 illustrated in FIGS. 2, 5-11 and 15includes a selector 124 that can be selected by a user to enable anddisable Bluetooth® wireless communication with another controller, suchas the processor of a user's computer. In other embodiments, the same ordifferent selector can be used to enable and disable other types ofwireless and wired communication with another controller. The thirdscreen 40B of the illustrated embodiment also has a selector 126 thatcan be selected by a user to enable and disable wireless and/or wiredcommunication with a power utility 48.

In some embodiments, the controller 44 of the vehicle charging cord 22can send a communication to the user in the event that one or moredifferent events associated with a vehicle charging session occur. Byway of example only, by using conventional power detection circuitry,the controller 44 can detect when a supply of power to the vehiclecharging cord 22 has been interrupted, such as in a power failure in theelectrical system of the user, at the power utility, or anywhere inbetween. Identifying and communicating this status to a user can be veryimportant to the user, enabling the user to find another source ofelectrical power to charge the user's vehicle 18, or at least enablingthe user to make appropriate plans based upon the existing level ofcharge in the vehicle battery 20. As another example, and by usingconventional battery diagnostic circuitry, the controller 44 can detectwhen the battery 20 connected thereto is fully charged or has reachedany other level of charge (e.g., a minimum battery charge level asdescribed above). Still other events that can be detected andcommunicated to the user include a battery fault condition, a problemwith the vehicle charging cord 22, and the like.

Upon detection of any of the events just described, the controller 44 ofthe vehicle charging cord 22 can send a communication to the userproviding notice of the event. For example, the third screen 40B of thevehicle charging cord 22 shown in FIG. 11 includes a selector 128 thatcan be selected by a user to enable and disable the controller 44automatically sending a communication indicating that power supply tothe vehicle charging cord 22 has been interrupted. As another example,the third screen 40B of the vehicle charging cord 22 shown in FIG. 11includes a selector 130 that can be selected by a user to enable anddisable the controller 44 automatically sending a communicationindicating that the battery 20 to which the vehicle charging cord 22 isconnected is fully charged.

The controller 44 of the vehicle charging cord 22 can communicate any ofthe events described above in a number of different manners. Forexample, the vehicle charging cord 22 can have a speaker or other soundemitting device (not shown) coupled to the controller 44 and capable ofemitting an auditory alarm when any of the above-described events haveoccurred. The audible alarm can be emitted once upon the occurrence ofthe event, or can be emitted upon the occurrence of the event and atperiodic times (e.g., every 5 minutes, every hour, and the like) afterthe occurrence of the event. As another example, the controller 44 ofthe vehicle charging cord 22 can transmit a wired or wireless signal tothe user's computer and/or to the power utility 48 (i.e., to thecontroller 50 of the power utility 48) in any of the manners ofcommunication described above in connection with the controller 50. Sucha signal can automatically trigger a visual or auditory alarm or othernotice via the user's computer and/or the controller 50 of the powerutility 48, such as by automatically generating a text message or e-mailfrom the controller 50 of the power utility 48 to a computer, phone,PDA, or other device of the user, by automatically generating a textmessage or e-mail from the user's computer to a phone, PDA, or otherdevice of the user, by displaying an alert on the user's computer, andthe like. Another mode of communication to the user include anautomatically generated telephone call from the power utility 48(triggered by and/or under control of the controller 50) or the user'scomputer to a phone of the user, followed by an automatically generatedvoice message communicating the event and played by phone to the userwhen the phone is answered. Still other modes of alerting the user toany of the events described above are possible, and fall within thespirit and scope of the present invention.

In the illustrated embodiment of FIGS. 2, 5-11 and 15, the controller 44of the vehicle charging cord 22 responds to detection of powerinterruption or completion of battery charge by either causing an e-mailto be sent to the user and/or by generating an auditory alarm from thevehicle charging cord 22 based upon whether respective selectors 132,134 for such modes of communication are selected on the third screen 40Billustrated in FIG. 11. In other embodiments, other modes ofcommunication can be similarly enabled and disabled by selection ofother selectors.

FIG. 12 illustrates another embodiment of a vehicle charging cordaccording to the present invention. This embodiment employs much of thesame structure and has many of the same properties as the embodiments ofthe vehicle charging cord described above in connection with FIGS. 2,5-11 and 15. Accordingly, the following description focuses primarilyupon the structure and features that are different the embodimentsdescribed above in connection with FIGS. 2, 5-11 and 15. Referenceshould be made to the description above in connection with FIGS. 2, 5-11and 15 for additional information regarding the structure and features,and possible alternatives to the structure and features of the vehiclecharging cord illustrated in FIG. 12 and described below. Structure andfeatures of the embodiment shown in FIG. 12 that correspond to structureand features of the embodiment of FIGS. 2, 5-11 and 15 are designatedhereinafter in the 200 and 300 series of reference numbers.

The embodiment of the vehicle charging cord 222 shown in FIG. 12provides an example of how the various indicators, selectors, anduser-manipulatable controls can take different forms and be located indifferent positions and arrangements on the housing 228, and how thevehicle charging cord 222 can have any sub-combination of the featuresand elements described above (e.g., any sub-combination of the variousindicators, selectors, and user-manipulatable controls described above).The illustrated vehicular charging cord 222 does not have an LCD displayas shown in the embodiment of FIGS. 2, 5-11 and 15, and instead has anumber of LED displays and indicators. For example, the illustratedvehicular charging cord 222 utilizes an LED display for the batterycharge level indicator 260, clock 258, charge time remaining indicator266, power used indicator 268, charge cost per hour indicator 270, totalcost indicator 272, and charge start time/charge completion timeindicator 290, 304 (both of which are combined into a common indicatoras shown). As another example, the illustrated vehicular charging cord222 utilizes individual LED lights for the vehicle charging cord statusindicator 242 and the communication status indicator 254. The use of LEDdisplays and LED lights can reduce manufacturing costs of the vehiclecharging cord 222, and in some embodiments can provide a design of thevehicle charging cord 222 less susceptible to damage compared to the useof LCD and other displays.

As described above in connection with the illustrated embodiment ofFIGS. 2, 5-11 and 15, the battery charge level indicator 260 and clock258 can display information in any form desired. For example, thebattery charge level indicator 260 shown in FIG. 12 is a numericalpercentage of full charge, but can take any of the other forms describedabove in connection with the battery charge level indicator 60 of theembodiment of FIGS. 2, 5-11 and 15.

In contrast to the selectors 74 on the first screen 40 in the embodimentof FIGS. 2, 5-11 and 15, the selectors 274 in the illustrated embodimentof FIG. 12 are individual buttons of any conventional type, includingany of the button types described above in connection with the power,navigation, and select buttons 34, 36, 38 of the embodiment of FIGS. 2,5-11 and 15. By pressing any of the four buttons 274, a user can start amanual charge, start a programmed charge of the type described above inconnection with the charge start time 90 illustrated in FIG. 10 (i.e.,start charging at a time entered by the user), start a programmed chargeof the type described above in connection with the charge completiontime 104 illustrated in FIG. 10 (i.e., start charging based upon powerutility control and complete charging by a time entered by the user),and stop the vehicle charging cord 222 from charging a battery 20connected thereto.

Also, in contrast to the time change buttons 88, 102 on the secondscreen 40A in the embodiment of FIGS. 2, 5-11 and 15, the time changebuttons 288, 302 in the illustrated embodiment of FIG. 12 are mechanicalbuttons of any type, including any of the button types described abovein connection with the power, navigation, and select buttons 34, 36, 38of the embodiment of FIGS. 2, 5-11 and 15. By pressing on the buttons288, 302 to the left of the charge start time/charge completion timeindicator 290, 304, the hour of the time displayed by the charge starttime/charge completion time indicator 290, 304 can be adjusted, whereasby pressing on the buttons 288, 302 to the right of the charge starttime/charge completion time indicator 290, 304, the minutes of the timedisplayed by the charge start time/charge completion time indicator 290,304 can be adjusted. In other embodiments, any other number, position,and type of time change buttons can be used to adjust the time on thecharge start time/charge completion time indicator 290, 304. Followingentry of a desired time, a user can press any of the first threeselectors 274 (followed in some embodiments by pressing the power button234) to begin a charging session.

Although LEDs are used in the illustrated embodiment of FIG. 12 forvarious indicators and selectors 258, 260, 242, 254, 266, 268, 270, 272,290, 304, any other type of light-emitting device can instead be used asdesired.

The various embodiments of the vehicle charging cords 22, 222 describedabove and illustrated in FIGS. 2, 5-12 and 15 can provide significantadvantages relating to the portability of the vehicle charging cords 22,222. By virtue of the fact that the opposite ends 24, 26 of the vehiclecharging cords 22, 222 are releasably connected to an electrical systemproviding a source of electrical power and to the battery 20 of avehicle, respectively, and by virtue of the fact that the othercomponents of the vehicle charging cord cords 22, 222 are containedwithin a housing to define a single integral unit, the vehicle chargingcords 22, 222 are portable, can be readily moved from vehicle tovehicle, can thereby be used to charge any number of different vehicles,and can be moved into and out of (and can be transported by) vehicleswith ease. Also, portable charging cords 22, 222 of the type describedabove and illustrated in FIGS. 2, 5-12 and 15 can be purchased by a userand can be releasably connected to the battery 20 of a vehicle 18,thereby eliminating the need to service the vehicle 18 or to theelectrical system at which the vehicle will be charged. This can beparticularly useful in cases where the ability to charge the battery 20of the vehicle 18 in different locations only having standard electricaloutlets (and otherwise not being specially adapted to charge electricvehicles) is important or desirable.

In other embodiments, either end 24, 26 of the charging cord 22, 222 canbe permanently secured to the electrical system of the house, building,or other facility and/or to the vehicle 18, 218, respectively. Forexample, one end 24 of the charging cord 22, 222 can be permanentlysecured to the electrical system of the house, building, or otherfacility (i.e., not intended or adapted for removal by a user, such asby being wired directly into a junction box or circuit breaker of theelectrical system of the house, building, or other facility). In suchcases, the charging cord 22, 222 can be wound upon and stored in a floorstanding, wall-mounted, or ceiling-mounted reel (not shown), such asthose disclosed in U.S. Pat. No. 6,439,360, the entire disclosure ofwhich is incorporated herein by reference. The reel can be spring-loadedto enable the vehicle charging cord 22, 222 to be easily wound upon thereel for storage, or can be manually turned for this purpose. In suchembodiments, the majority, all, or almost all of the length of thecharging cord 22, 222 can be defined between the housing 28, 228 and theend 226 of the charging cord 22, 222 intended for connection to theelectrical system of the facility. In this manner, the majority oralmost all of the vehicle charging cord 22, 222 can be convenientlystored. Such vehicle charging cords provide a significant benefit tousers desiring to charge two or more vehicles 18, 218 at the samefacility using the same vehicle charging cord 22, 222, such as forcharging one vehicle 18, 218 during the day and for charging anothervehicle 18, 218 at night using the same vehicle charging cord 22, 222.The use of one vehicle charging cord 22, 222 for two or more vehicles18, 218 can provide significant cost savings to the user(s) of thevehicles 18, 218.

As another example, one end 26 of the charging cord 22, 222 can bepermanently secured to the vehicle 18, 218 (i.e., not intended oradapted for removal by a user, such as by being permanently connected toone or more wiring harnesses of the vehicle, or by being connected to anelectrical junction box or fuse box of the vehicle 18, 218). In suchcases, the charging cord 22, 222 can also be wound upon and stored on areel (not shown) carried by the vehicle 18, 218, such as the reelsdisclosed in U.S. Pat. No. 6,439,360 and incorporated by referenceabove. The reel can be mounted directly to the frame of the vehicle 18,218, an interior surface of a body part of the vehicle 18, 218, to abracket or other fixture (e.g., radiator mounting bracket, alternator orbattery mounting bracket, and the like) of the vehicle 18, 218, to thefront or rear bumper of the vehicle 18, 218, or to any other locationproviding suitable strength to carry the reel and vehicle charging cord18, 218. As described above, the reel can be spring-loaded to enable thevehicle charging cord 22, 222 to be easily wound upon the reel forstorage on the vehicle, or can be manually turned for this purpose. Insuch embodiments, the majority, all, or almost all of the length of thecharging cord 22, 222 can be defined between the housing 28, 228 and theend 224 of the charging cord 22, 222 intended for connection to thevehicle 18, 218. In this manner, the majority or almost all of thevehicle charging cord 22, 222 can be conveniently stored on the vehicle.The vehicle-mounted vehicle charging cord 22, 222 provides a significantbenefit for users needing to charge their vehicle battery 20, 220 inmultiple locations, as the vehicle charging cord 22, 222 is convenientlycarried by the vehicle 18, 218 from destination to destination.

Although reel-based vehicle charging cords as just described aredescribed in connection with vehicle charging cords 22, 222 not intendedfor release by a user from both the vehicle 18, 218 and the electricalsystem of the facility, it should be noted that the other portablevehicle charging cord embodiments described and/or illustrated herein(i.e., those intended for user release at both ends) can also include aspring-loaded or non-spring-loaded reel as just described. In thismanner, such vehicle charging cords 22, 222 can be quickly andconveniently placed in a relatively portable and compact state.

FIGS. 13, 14, and 16 illustrate an embodiment of a vehicle chargingsystem according to the present invention. This embodiment employs muchof the same structure and has many of the same properties as theembodiments of the vehicle charging cord described above in connectionwith FIGS. 2, 5-12 and 15. Accordingly, the following descriptionfocuses primarily upon the structure and features that are different theembodiments described above in connection with FIGS. 2, 5-12 and 15.Reference should be made to the description above in connection withFIGS. 2, 5-12 and 15 for additional information regarding the structureand features, and possible alternatives to the structure and features ofthe vehicle charging system illustrated in FIGS. 13, 14, and 16 anddescribed below. Structure and features of the embodiment shown in FIGS.13, 14, and 16 that correspond to structure and features of theembodiment of FIGS. 2, 5-12 and 15 are designated hereinafter in the 400and 500 series of reference numbers.

Despite the significant advantages provided by the portable vehiclecharging cords 22, 222 described above in connection with FIGS. 2, 5-12and 15, other significant advantages are realized by incorporating theelements and features of the vehicle charging cords 22, 222 into avehicle 18. With reference to FIGS. 13, 14, and 16, the illustratedvehicle charging system uses much of the same elements and featuresdescribed above in connection with the various embodiments of thevehicle charging cords 22, 222. In this regard, FIG. 13 illustrates aportion of the dashboard of a vehicle 18, and includes a battery chargelevel indicator 460 integrated into the same part of the vehicledashboard as an oil temperature indicator 538. Also integrated into thesame portion of the dashboard, by way of example only, is a vehiclecharging status indicator 442. The vehicle charging status indicator 442shown in FIG. 13 can be similar to the charge status display area 76described above in connection with the vehicle charging cord 22 of FIGS.2, 5-11 and 15. Accordingly, one or more lights can be used toilluminate the words “MANUAL CHARGING IN PROCESS” when the vehiclebattery charging system is in a manual charging mode as described above,whereas one or more other lights can be used to illuminate the words“PROGRAMMED CHARGE IN PROCESS” when the vehicle battery charging systemis in a programmed charging mode as also described above. Any othermanner of displaying the vehicle charging status indicator 442 can beused as desired, including without limitation an LED or LCD display, oneor more lamps adjacent printed graphics, and the like.

With continued reference to the illustrated embodiment of FIGS. 13, 14,and 16, the illustrated vehicle charging system can include a display432 located in the console of the vehicle 18. As used herein, the term“console” refers to any portion of the interior of a vehicle (i.e., inthe interior passenger cabin of the vehicle) having one or more manualor electronic controls for controlling operation of a vehicle 18 and/orone or more indicators showing the status of vehicle operation. Forexample, the console of a vehicle 18 can include a dashboard having aspeedometer, odometer, RPM gauge, oil temperature gauge, and the like, anavigation screen with associated indicators and/or controls, HVACindicators and controls, an entertainment center (e.g., radio, DVD orother video system, CD, MP3 or other audio system, and the like) withassociated indicators and controls, environmental temperatureindicators, travel direction indicators, and the like. The console canbe located immediately in front of the driver, to either side of thedriver, in central forward area of the vehicle cabin, in an area betweenthe driver's seat and an adjacent passenger seat, in an interiorlocation on the roof or otherwise at a higher elevation than ahorizontal line of sight of the user, and the like. Also, the console ofthe vehicle can extend to and be positioned in any combination of theseinterior vehicle locations, such as a single console including thedashboard and central area between the driver and passenger seats.

In some embodiments, the selectors and indicators (including anydisplays) of the vehicle charging system are located in their owndedicated console, whereas in other embodiments, the console carryingsuch features also carries other vehicle indicators and controls. Also,the selectors and indicators (including any displays) of the vehiclecharging system can be located in two or more consoles, if desired, suchas one or more indicators located in the dashboard console of thevehicle 18 and the remainder located in another console located betweenthe driver and passenger at the front of the passenger compartment. Anycombination of selectors and indicators located in any combination ofvehicle consoles is possible, and falls within the spirit and scope ofthe present invention.

The display 432 shown in FIG. 14 is a touch screen display 432, andincludes many of the same indicators and selectors used in the vehiclecharging cord embodiments described above in connection with FIGS. 2,5-11 and 15. In particular, the display 432 includes a charge timeremaining indicator 466, power used indicator 468, charge cost per hourindicator 470, and total cost indicator 472 like those of the vehiclecharging cords 22, 222 described and illustrated above. Also, theillustrated display 432 includes another vehicle charging statusindicator 442 that can be used in addition to or in place of that shownin FIG. 13, and a communication status indicator 454 and powerconnection status indicator 456 similar to those described above inconnection with the illustrated embodiment of FIGS. 2, 5-11 and 15.Although a clock can also be included on the display 432, a clock is notincluded in the display 432 of FIG. 14 in lieu of another clock of thevehicle 18 located elsewhere on the dashboard or console of the vehicle18. This other clock can be connected to the same controller 444 (seeFIG. 16) as the rest of the vehicle charging system, thereby providingthe controller 444 with the time of day information needed to beginprogrammed charging operations as described above.

The display 432 illustrated in FIG. 14 can display multiple screens 440to be shown upon the display 432, thereby enabling a significantlygreater amount of battery and battery charging information to be shownon the display, and/or enabling a greater degree of control over thevehicle charging system. Like the vehicle charging cords 22, 222described above, navigation between screens 440 on the display 432 isenabled by navigation buttons on the screens. For example, the screen440 shown in FIG. 14 includes two navigation buttons 478, 480 like thoseof the illustrated embodiment of FIGS. 2, 5-11 and 15 described above.By pressing one of the navigation buttons 478 (entitled “PROGRAMMEDCHARGE SETUP”), the screen 440 is replaced by a charge programmingscreen (not shown) having any or all of the indicators and selectors 42,54, 56, 58, 82, 84, 86, 88, 90, 100, 102, 104, 110, 112, and/or 114described above in connection with the second screen 40A in FIG. 10.These indicators and selectors can have the same or any otherarrangement upon the programming screen. By pressing the othernavigation button 480 (entitled “UTILITIES”), the screen 440 is replacedby a utilities screen (also not shown) having any or all of theindicators and selectors 42, 54, 56, 58, 116, 118, 120, 122, 124, 126,128, 130, 132, and/or 134 described above in connection with the thirdscreen 40B in FIG. 11. These indicators and selectors can have the sameor any other arrangement upon the utilities screen.

To begin or stop a manual or programmed charging session, the embodimentof the present invention illustrated in FIGS. 13, 14, and 16 can includea single power button that in some embodiments can change text toindicate whether a selection can be made by a user to start or stop acharging session (e.g., changing from “START CHARGE” to “STOP CHARGE”once a user selects “START CHARGE”, or changing from “STOP CHARGE” to“START CHARGE” once the user selects “STOP CHARGE”). In otherembodiments, such as that shown in FIGS. 13, 14, and 16, the screen 440can include separate buttons 434A, 434B to start or stop a chargingsession, such as to start a manual charge if none of the selectors for aprogrammed charge have been selected on a programming screen, or tostart a programmed charge of any type described herein.

Although the in-console display 432 illustrated in FIG. 14 is a touchscreen display 432, the display 432 can be any other type of display,such as the other types of displays described and illustrated herein.For example, the touch screen display 432 can be replaced by a displaysuch as that shown in FIGS. 5-11 or FIG. 12, in which cases the vehiclecharging system can include navigation buttons (e.g., adjacent thedisplay 432) enabling a user to navigate through a screen and to selectany selectors upon the display 432. As another example, the touch screendisplay 432 can be replaced by any combination of buttons, switches,dials, or other user-manipulatable controls; LEDs and other lights; anddisplays (e.g., see FIG. 12).

A schematic diagram of the vehicle charging system in which anin-console display 432 is utilized and/or in which the in-consolevehicle charging selectors and indicators are otherwise utilized isshown in FIG. 16. Like the embodiments of FIGS. 2, 5-12 and 15 describedabove, the system illustrated in FIG. 16 is releasably coupled to asource of power 412 operated and controlled by a power utility 448having a transceiver 452 and controller 444 (e.g., a computer) that cancommunicate via a PLC system with the controller 444 of the vehiclecharging system. In the illustrated embodiment of FIG. 16, however, thedisplay 432 and other controls and indicators are located in one or morein-cabin consoles of the vehicle 418. Therefore, a power cord 540 havingends 424, 426 described above in connection with the embodiments ofFIGS. 2, 5-12 and 15 (but without the housing and other componentscarried in or on the housing) can be used to releasably connect thebattery 420 of the vehicle 418 with the electrical system of thefacility used to charge the battery 420 as also described above. As withthe earlier-described embodiments, the power cord 540 can be releasablycoupled to the vehicle 418, and in other embodiments can instead bestored on-board the vehicle 418 when not in use (e.g., by a cord reelmounted on the vehicle as described above). Also as with theearlier-described embodiments, the power cord 540 can also or instead bereleasably coupled to the electrical system of the house, office, orother facility to enable the power cord 540 to be more readily andeasily moved within and removed from the facility, or can be permanentlyconnected to the electrical system.

With continued reference to FIG. 16, the illustrated vehicle chargingsystem also includes a transceiver 446 for communication between thecontroller 444 on board the vehicle 418 and the transceiver 452 andcontroller 440 of the power utility 448, a power transformer 536, an ampmeter 494, a volt meter 496, a switch 492, and a memory 506 performingthe same functions described above in conjunction with the embodimentsof FIGS. 2, 5-12, and 15. It should be noted that the controller 444 ofthe vehicle charging system can be a dedicated controller (e.g., aprocessor or set of discrete logic elements) separate from the othercontrollers of the vehicle (e.g., those used to control vehicle startup,vehicle access and security, and engine operation, smart batterycontrollers, and the like), or can be the same as such othercontroller(s). Accordingly, the electronics of the vehicle chargingsystem according to some embodiments of the present invention can befully or partially integrated into one or more other controllers of thevehicle, or can be separate therefrom. In either case, the controller444 can be located within a housing (not shown), and can be connectedvia suitable wiring harnesses or other wired or wireless electricalconnections to an electrical connector on the vehicle (adapted forreleasable mating connection to an external power cord as describedabove) or to a power cord carried by the vehicle as also describedabove. Similarly, the memory 506, transceiver 446, and clock can bededicated solely for operation of the vehicle charging system asdescribed in earlier embodiments, or can instead be shared by othersystems of the vehicle 418.

The vehicle charging system shown in FIG. 16 can function in the samemanners described above in connection with the embodiments of FIGS. 2,5-12, and 15, it being understood that communications, power control,programming, and other features of the vehicle charging system areperformed on-board the vehicle 418 rather than in a vehicle chargingcord as shown in FIGS. 2, 5-12, and 15. Accordingly, power supply andcommunications in the embodiment of FIG. 16 can include power supply andcommunications over one or more suitable power cords, wiring harnesses,and the like of the vehicle performing the same functions (including PLCand power transmission functions) as the flexible power cords on bothsides of the housings 28, 228 illustrated in FIGS. 2 and 5-12.

FIG. 3 illustrates another embodiment of a vehicle charging systemaccording to the present invention. This embodiment employs much of thesame structure and has many of the same properties as the embodiments ofthe vehicle charging cord described above in connection with FIGS. 2,5-12 and 15. Accordingly, the following description focuses primarilyupon the structure and features that are different the embodimentsdescribed above in connection with FIGS. 2, 5-12 and 15. Referenceshould be made to the description above in connection with FIGS. 2, 5-12and 15 for additional information regarding the structure and features,and possible alternatives to the structure and features of the vehiclecharging system illustrated in FIG. 3 and described below. Structure andfeatures of the embodiment shown in FIG. 3 that correspond to structureand features of the embodiment of FIGS. 2, 5-12 and 15 are designatedhereinafter in the 600 and 700 series of reference numbers.

The vehicle charging system illustrated in FIG. 3 operates insubstantially the same manner as that of FIGS. 2, 5-12 and 15. However,in the illustrated embodiment of FIG. 3, the vehicle charging system isembodied in a cabinet 742. The cabinet 742 performs functions similar tothe housings 28, 228 described and illustrated herein, such as to housethe controller, transformer, and other electronics of the vehiclecharging system. In some embodiments, the cabinet 742 can bewall-mounted and/or floor-mounted (such as that shown in FIG. 3).

The cabinet 742 of the vehicle charging system can include a display 732having any of the features and performing any of the functions describedabove in connection with the displays 32 of the embodiments shown inFIGS. 2, 5-11, 14, and 15. The display 732 can be a touch screen displayor any other type of display as described herein, and can be accompaniedby any number and type of user manipulatable controls (e.g., navigationbuttons) as also described herein. Any combination of selectors andindicators (including displays) described and/or illustrated herein canbe provided on the cabinet to perform the vehicle charging functionsalso described herein.

In some embodiments, the cabinet 742 is provided with a power cord 744terminating in a plug 624 that can be releasably connected to a vehicle618 (and to the battery 620 thereof). The plug 624 can take any of theforms described above in connection with the embodiments of FIGS. 2,5-12, and 15. In some embodiments, the power cord 744 can be stored on areel (not shown) in or adjacent the cabinet 742. The reel can take anyof the forms described above in connection with other embodiments of thepresent invention. Although the cabinet 742 can provide a convenientlocation for storage of the power cord 744, the power cord 744 caninstead be permanently or releasably coupled to the vehicle 618 forstorage on the vehicle 618 when the power cord 744 is not in use. Forexample, the power cord 744 can be stored upon a reel of the vehicle 618as described in greater detail above. In those embodiments in which thepower cord 744 is intended to be stored and carried by the vehicle 618,the power cord 744 can have an opposite end terminating in a plug (suchas any of the plugs described above in connection with plug 26 shown inFIG. 5). The cabinet 742 can be provided with any number of electricalconnectors for releasable mating engagement with the plug (and for anynumber of other plugs on power cords 744 extending to other vehicles618).

FIG. 17 illustrates another embodiment of a vehicle charging systemaccording to the present invention. This embodiment employs much of thesame structure and has many of the same properties as the embodiments ofthe vehicle charging system described above in connection with FIGS. 2,3, and 5-16. Accordingly, the following description focuses primarilyupon the structure and features that are different the embodimentsdescribed above in connection with FIGS. 2, 3, and 5-16. Referenceshould be made to the description above in connection with FIGS. 2, 3,and 5-16 for additional information regarding the structure andfeatures, and possible alternatives to the structure and features of thevehicle charging system illustrated in FIG. 17 and described below.Structure and features of the embodiment shown in FIG. 17 thatcorrespond to structure and features of the embodiments of FIGS. 2, 3,and 5-16 are designated hereinafter in the 800 and 900 series ofreference numbers.

Like the embodiment of FIGS. 2, 3, and 5-16, the vehicle charging systemof FIG. 17 also includes a transceiver 846 for communication between acontroller 844 and the transceiver 852 and controller 840 of the powerutility 848, a power transformer 836, an amp meter 894, a volt meter896, a switch 892, and a memory 906 performing the same functionsdescribed above in conjunction with the embodiments of FIGS. 2, 5-12,and 15. A clock 858, display 832, and associated user-manipulatablecontrols as described above (or other types and combinations ofselectors and indicators, with or without displays) are also includedfor providing information to the user and for receiving instructionsfrom the user in any of the manners also described above.

The vehicle charging system of FIG. 17 includes a battery 946 that canbe charged in any of the same manual or programmed manners describedabove in connection with the embodiments of FIGS. 2, 3, and 5-16. Thebattery 946 is separate from the battery 920 of the vehicle 918, and canhave any size sufficient for at least partially charging the battery 920of the vehicle 918 when connected thereto. Rather than or in addition tocharging a battery 920 of the vehicle 918 as described herein inconnection with other embodiments of the present invention, the vehiclecharging system of FIG. 17 operates to charge the battery 946 thatremains at the house, building, or other facility at which vehiclecharging takes place. The battery 946 therefore functions as a reservoirof power that can collect and store a charge for later transfer tobatteries 946 of one or more vehicles 918. Accordingly, although thebattery 946 can have any size suitable for charging a battery 920 of avehicle 918, in some embodiments the battery 946 has a capacity capableof fully charging the battery 920 of at least one vehicle 918 when thebattery 920 of the vehicle 918 has no charge or substantially no charge.

The battery 946 can be located anywhere in a house, building, or otherfacility where vehicle battery charging is desired, and in someembodiments is located an a garage in which the vehicle is stored. Forexample, the battery 946 can be stored in a cabinet also housing therest of the vehicle charging system (e.g., in a lower portion of thecabinet 742 illustrated in FIG. 3). In some embodiments, the battery 946can be sufficiently oversized (in voltage, current, or capacity) forcompletely charging a drained vehicle battery 920 connected thereto sothat improved or optimized battery charging conditions can be achieved.The battery 946 can also be oversized to carry sufficient charge forcharging two or more fully or substantially discharged vehicle batteries920. Also, in some embodiments, the vehicle charging system can have oneor more power converters (e.g., DC to DC converters) to increase theoutput voltage of the battery 946 sufficiently for charging the vehiclebattery 920.

With continued reference to the illustrated embodiment of FIG. 17, thevehicle charging system can include an additional relay or otherelectrical switch 948 coupled to the controller 844. The switch 948 canenable a user to begin charging the battery 920 of a vehicle 918connected to the vehicle charging system only when desired. Accordingly,the controller 844 can send a signal to close the switch 948 uponreceiving a command from a user (e.g., via a user-manipulatable controlhaving any of the forms described herein) to begin charging the battery920 of a vehicle 918 connected thereto. Like the other embodimentsdescribed and illustrated herein, the switch 948 can be controlled by auser and/or can be controlled by a power utility 948 via thetransceivers 846, 852 and controllers 840, 844.

By virtue of the battery 946 in the embodiment of FIG. 17, control overa community's power draw needed for charging vehicles 918 is greatlyincreased. Rather than wait until a vehicle 918 is connected to theelectrical system of a house, building, or other facility in order tosupply power to charge the battery 920 of the vehicle 918, the user orpower utility 848 can be free to supply vehicle battery charging powerat any convenient time. For example, if the power utility 848 has aperiod of relatively low daytime demand that is unexpected (such as adrop in power draw during an otherwise peak or high demand time), thepower utility 848 can begin charging the battery 946 regardless ofwhether the vehicle 918 is in another location. This flexibility canenable the power utility 848 to independently send relatively low-costbattery charging power—and/or for the user to independently drawrelatively low-cost battery charging power—at times of power surplusregardless of the location of the vehicle 918 to be charged.

In some embodiments, the vehicle charging system of FIG. 17 can alsooperate in a manner similar to the embodiments of FIGS. 2, 3, and 5-16,whereby a user can connect the battery 920 of the vehicle 918 forcharging, and the battery 920 can be charged in any manual or programmedmode by closure of the switches 892, 948 under control of the controller844. Such charging can take place without draining the battery 946described above (such as by a suitable electrical bypass around thebattery 946), or can be supplemented by any amount of charge existing inthe battery 946. In this regard, if the cost for charging or partiallycharging the battery 946 of the vehicle charging system is higher thanthe calculated cost of charging the battery 920 of the vehicle 918 atthe desired charging start time (both figures being available to thecontroller 844 as described above, and being storable in and retrievablefrom the memory 906 as desired), the controller 844 can control theswitches 892, 948 to charge the vehicle battery 920 using the chargefrom the system battery 946 first. If the opposite is true, thecontroller 844 can control the switches 892, 948 to charge the vehiclebattery 920 using power directly from the power utility 848 withoutdraining the system battery 946. These operating conditions can becontinually monitored by the controller 844, which in some embodimentscan automatically react to changing power supply costs while charging isin process by changing the source of charging current (i.e., systembattery 946 or power utility 848).

The vehicle charging system of FIG. 17 is illustrated in the form of aportable vehicle charging cord, such as the embodiments of FIGS. 2,5-12, and 15. However, the features of the vehicle charging system ofFIG. 17 can be incorporated into any of the vehicle charging systemembodiments described and/or illustrated herein, including thoseillustrated in FIGS. 3, 13, 14, 16, and FIGS. 4, 18, and 19 (describedbelow).

FIGS. 4, 18, and 19 illustrate another embodiment of a vehicle chargingsystem according to the present invention. This embodiment employs muchof the same structure and has many of the same properties as theembodiments of the vehicle charging systems described above inconnection with FIGS. 2, 3, and 5-17. Accordingly, the followingdescription focuses primarily upon the structure and features that aredifferent the embodiments described above in connection with FIGS. 2, 3,and 5-17. Reference should be made to the description above inconnection with FIGS. 2, 3, and 5-17 for additional informationregarding the structure and features, and possible alternatives to thestructure and features of the vehicle charging system illustrated inFIGS. 4, 18, and 19 and described below. Structure and features of theembodiment shown in FIGS. 4, 18, and 19 that correspond to structure andfeatures of the embodiments of FIGS. 2, 3, and 5-17 are designatedhereinafter in the 1000 and 1100 series of reference numbers.

The vehicle charging system illustrated in FIGS. 4, 18, and 19 has thesame components and features as described above in connection with theon-board vehicle charging system of FIGS. 13, 14, and 16, but is furtheradapted for charging the battery 1020 of the vehicle 1018 by inductioncharging. Accordingly, the vehicle charging system illustrated in FIGS.4, 18, and 19 has a touch screen display 1032 having a charge timeremaining indicator 1066, power used indicator 1068, charge cost perhour indicator 1070, and total cost indicator 1072 as described ingreater detail in the embodiments above. Also, the illustrated display1032 includes a vehicle charging status indicator 1042 (not shown inFIG. 19, but in the text banner at the top of the illustrated display1032 in FIG. 19 when docking is not in process), a communication statusindicator 1054, and a power connection status indicator 1056 asdescribed in greater detail in the embodiments above.

The display 1032 illustrated in FIG. 19 can display multiple screens1040 to be shown upon the display 1032, thereby enabling a significantlygreater amount of battery and battery charging information to be shownon the display, and/or enabling a greater degree of control over thevehicle charging system. Navigation between screens 1040 on the display1032 is enabled by navigation buttons on the screens 1040. For example,the screen 1040 shown in FIG. 19 includes two navigation buttons 1078,1080 for navigation to programming and utility screens as described ingreater detail in the embodiments above. Also, the screen 1040 hasseparate buttons 1034A, 1034B to start or stop a charging session.

Although the in-console display 1032 illustrated in FIG. 19 is a touchscreen display 1032, the display 1032 can be any other type of display,such as the other types of displays described and illustrated herein.For example, the touch screen display 1032 can be replaced by a displaysuch as that shown in FIGS. 5-11 or FIG. 12, in which cases the vehiclecharging system can include navigation buttons (e.g., adjacent thedisplay 1032) enabling a user to navigate through a screen and to selectany selectors upon the display 1032. As another example, the touchscreen display 1032 can be replaced by any combination of buttons,switches, dials, or other user-manipulatable controls; LEDs and otherlights; and displays (e.g., see FIG. 12).

With reference now to FIG. 4, the vehicle charging system of FIGS. 4,18, and 19 utilizes a conventional battery induction charging system inorder to charge the battery 1020 of the vehicle 1018, and includes acharging pad 1150 having a power supply core (not shown) energized tosupply power via induction to a power receiving core of the vehicle(shown schematically at 1152 in FIG. 18). By way of example only, aninductive vehicular battery charger system that can be used is disclosedin U.S. Pat. No. 6,525,510, the entire contents of which areincorporated herein by reference. The power supply core of the chargingpad 1150 is electrically connected to and receives power from avehicular charger that is the same as that described above in connectionwith the embodiment of FIG. 3. In particular, the core of the chargingpad 1150 is electrically connected to the electrical system of thehouse, building, or other facility at which charging is to take placevia a below-ground or above-ground power line 1144 extending to acabinet 1142 having any of the selectors and indicators (includingdisplay(s)) described above in connection with FIG. 3. In this regard,any of the alternative vehicle charger features and structures alsodescribed above in connection with the embodiment of FIG. 3 can also beapplied in the inductive vehicular charging system of FIGS. 4, 18, and19.

As is well known to those in the art of inductive battery charging,proper alignment between the power supply core and the power receivingcore of the battery charger is important for efficient battery charging.In the illustrated embodiment of FIGS. 4, 18, and 19, this alignment canbe achieved by user operation of the vehicle 1018. In particular, one ormore sensors 1154 can be provided on the vehicle 1018 and can bepositioned to detect the presence and proximity of the vehicle chargingpad 1150 and core thereof. The sensors 1154 can be inductive sensorsadapted to detect the presence of metallic elements 1156 in the vehiclecharging pad 1150 or having known positions with respect to the vehiclecharging pad 1150 and core. Alternatively, the sensors 1154 can be HallEffect sensors adapted to detect the magnetic field of magnets orelectromagnets having known positions on or with respect to the vehiclecharging pad 1150 and core. In other embodiments, the sensors 1154 canbe RFID sensors adapted to detect the position of one or more RFIDtransmitters having known positions on or with respect to the vehiclecharging pad 1150 and core. Still other types of sensors 1154 caninstead be used, including without limitation optical sensors, eddycurrent sensors, and ultrasonic sensors for use in conjunction withoptical, eddy current, and ultrasonic sensing and position systems, allof which operate on principles well-known to those skilled in the art.By detecting the distance between the sensor(s) 1154 on the vehicle 1018and one or more reference points on the charging pad 1150 (or havingknown positions with respect to the charging pad 1150), the position ofthe sensor(s) 1154 with respect to the charging pad 1150 can beidentified via triangulation. Triangulation systems operating to detectthe relative position of objects based upon any of these technologiesare well-known to those skilled in the art, and are not thereforedescribed further herein.

In other embodiments, the locations of the sensors 1154 and the elements1156 (e.g., metallic elements 1156, magnets or electromagnets, RFIDtransmitters, and the like, as described above) detected by the sensors1154 can be reversed, whereby one or more of the sensors 1154 can belocated on the charging pad 1150 or located at known positions withrespect to the charging pad 1150 for detecting one or more elements 1156(e.g., metallic elements 1156, magnets or electromagnets, RFIDtransmitters, and the like, as described above) of the vehicle 1018.

The controller (not shown) of the inductive vehicle charging systemillustrated in FIGS. 4, 18, and 19 receives signals from the sensor(s)1154 described above, and based upon a conventional triangulationalgorithm as described above, determines the direction in which thevehicle 1018 must move for desired alignment of the vehicle 1018 (andpower receiving core connected to the battery 1020 of the vehicle 1018)with respect to the charging pad 1150 and core thereof. Upon making thisdetermination, the controller can display directional instructions tothe user. In the illustrated embodiment of FIGS. 4, 18, and 19,directional indicators 1160 are displayed on the same touch screendisplay 1032 described above, along with a text line 1162 noting thedirection the vehicle 1018 should move for proper charging alignment. Inother embodiments, this information can be provided on another display(e.g., on a display located in a console of the vehicle 1018), or can belocated on another type of display (not necessarily a touch screen).Also, in some embodiments, this information can be presented without adisplay 1032, such as by illumination of one or more LEDs or otherlights to illuminate an arrow or other symbol, text, or any combinationof symbols and text providing directional instructions to the user.

By way of example only, the touch screen display 1032 illustrated inFIG. 19 presents text 1162 indicating the direction in which the usershould move the vehicle 1018 for proper charging alignment, presentsarrow symbols 1160 in any combination (e.g., forward, rearward, left,right) around a graphical depiction of the vehicle 1164, and alsodisplays a graphical depiction of the front wheels 1166 turned in thedirection needed for proper charging alignment. Any combination of theseand other alignment symbols and text instructions 1168 can be displayedto the user to indicate how the vehicle 1018 should be moved for propercharging alignment. Such symbols and/or text 1168 can be updatedcontinuously or periodically as the position of the sensors 1154 andvehicle 1018 change with respect to the charging pad 1150 and corethereof, until alignment within a predetermined acceptable errorcalculated by the controller is achieved. In some embodiments, thecontrol(s) selected to begin a charging session (e.g., the “STARTCHARGE” selector 1034A on the touch screen display 1032 of theillustrated embodiment) are disabled until such alignment is achieved.

By utilizing the sensors 1154, sensed elements 1156, and alignmentindicators 1168 as just described, proper alignment of the vehicle 1018with respect to the charging pad 1150 can be conveniently and quicklyachieved without requiring the user to leave the vehicle 1018. Also, acharging session can be started without the need to plug in the vehicle1018.

Although the induction-based vehicle charging system described above inconnection with FIGS. 4, 18, and 19 is presented in the context of anon-board vehicle charging system (i.e., where the display 1032, andother indicators and selectors are located in one or more consoles ofthe vehicle 1032, it should be noted that the vehicle alignment featuresdescribed above can be used in connection with any of the other vehiclecharging systems herein.

Another feature of the present invention regards the location at which acord-based vehicle charging system is attached to the vehicle. Asdescribed above, some vehicle charging systems according to the presentinvention utilize a cord 22, 222, 540, 744, 944 that is releasably orpermanently attached to the vehicle 18, 218, 418, 618, 818. It will beappreciated that such a tethered connection can present the danger of auser accidentally moving the vehicle 18, 218, 418, 618, 818 beforedisconnecting the cord 22, 222, 540, 744, 944 from the vehicle 18, 218,418, 618, 818. Depending upon the position and orientation of theelectrical connector of the vehicle 18, 218, 418, 618, 818 to which thecord 22, 222, 540, 744, 944 is connected, and the manner in which theopposite end of the cord 22, 222, 540, 744, 944 is attached to theelectrical system of the house, building, or other facility, suchmovement can create significant damage to the vehicle 18, 218, 418, 618,818, cord 22, 222, 540, 744, 944, and/or the electrical system of thehouse, building, or other facility. In some embodiments of the presentinvention, this damage can be mitigated or avoided by virtue of theposition of the electrical connector of the vehicle 18, 218, 418, 618,818.

With reference now to FIGS. 20-23, another embodiment of the presentinvention is illustrated, and is presented in the context of the vehiclecharging cords 22, 122 in the embodiments of FIGS. 2, 5-12, and 15 byway of example only. In this regard, the features described below inconnection with FIGS. 20-23 can be utilized in conjunction with any ofthe vehicle charging systems disclosed herein in which a power cord 22,222, 540, 744, 944 is attached to a vehicle 18, 218, 418, 618, 818 forpurposes of charging the battery 20, 222, 422, 622, 822 of the vehicle18, 218, 418, 618, 818.

As shown in FIGS. 20-22, the plug 26 of the vehicle charging cord 22,222 releasably connects to the electrical connector 170 of the vehicle18, 218. In the illustrated embodiment of FIGS. 20-22, the electricalconnector 170 of the vehicle is located in a front surface 172 of thevehicle 18, 218. Accordingly, in the event a user moves the vehicle 18,218 in a rearward direction without disconnecting the vehicle chargingcord 22, 222, the opportunity for the plug 26 of the vehicle chargingcord 22, 222 to automatically disconnect by virtue of rearward movementof the vehicle 18, 218 is significantly increased. Of course, asignificant factor in the amount of shear and tension force exerted uponthe plug 26, vehicle charging cord 22, 222, and electrical connector 170prior to this disconnection is the location of the other end of thevehicle charging cord 22, 222. In those embodiments where the other end(e.g., plug 24) of the vehicle charging cord 22, 222 is connected to theelectrical system of a house, building, or other facility substantiallyin front of the vehicle 18, 218, this force can be significantly lessthan the disconnection force needed in those embodiments in which theother end of the vehicle charging cord 22 is connected at a locationlaterally disposed from the vehicle 18, 218. However, for thoseapplications in which the vehicle 18, 218 must be backed up to exit thevehicle charging area, this location of the electrical connector 170 cansignificantly reduce the amount of disconnection force compared tolocations of the electrical connector 170 located on a side or rear ofthe vehicle 18, 210.

Although not illustrated, in some embodiments, the electrical connector170 of the vehicle 18, 218 is located in a rear surface 174 of thevehicle 18, 218. Accordingly, in the event a user moves the vehicle 18,218 in a forward direction without disconnecting the vehicle chargingcord 22, 222, the opportunity for the plug 26 of the vehicle chargingcord 22, 222 to automatically disconnect by virtue of forward movementof the vehicle 18, 218 is significantly increased. As described above, asignificant factor in the amount of shear and tension force exerted uponthe plug 26, vehicle charging cord 22, 222, and electrical connector 170prior to this disconnection is the location of the other end of thevehicle charging cord 22, 222. In those embodiments where the other end(e.g., plug 24) of the vehicle charging cord 22, 222 is connected to theelectrical system of a house, building, or other facility substantiallybehind the vehicle 18, 218, this force can be significantly less thanthe disconnection force needed in those embodiments in which the otherend of the vehicle charging cord 22 is connected at a location laterallydisposed from the vehicle 18, 218. However, for those applications inwhich the vehicle 18, 218 must be moved forward to exit the vehiclecharging area, this location of the electrical connector 170 cansignificantly reduce the amount of disconnection force compared tolocations of the electrical connector 170 located on a side or front ofthe vehicle 18, 218.

In some embodiments, a clearance or light interference fit is providedbetween the plug 24 of the vehicle charging cord 22, 222 and theelectrical connector 170 (located in a front or rear surface 172, 174 ofthe vehicle 18, 218 as described above), thereby providing a reducedamount of force needed to disconnect the plug 24 from the electricalconnector 170. In some embodiments, a force needed for disconnection ofthe plug 24 from the electrical connector 170 is no greater than about20 pounds (measured in a direction parallel to motion of the plug 24with respect to the electrical connector 170 during connection) to avoidor reduce damage to the vehicle charging cord 22, 222, electricalconnector 170, and vehicle 18, 218. In other embodiments, this force isno greater than about 10 pounds to avoid or reduce damage to the vehiclecharging cord 22, 222, electrical connector 170, and vehicle 18, 218. Instill other embodiments, this force is no greater than about 5 pounds toavoid or reduce damage to the vehicle charging cord 22, 222, electricalconnector 170, and vehicle 18, 218.

As indicated above, the angle at which the force of disconnection isapplied upon the electrical connector 170 and plug 24 can have asignificant impact upon the shear and tension forces experienced by theelectrical connector 170 and plug 24 when the vehicle 18, 218 is movedwithout unplugging the vehicle charging cord 22, 222. To reduce ormitigate these forces, the orientation of the electrical connector 170with respect to the vehicle 18, 218 is selected to fall within a rangeof angles measured from a forward direction of the vehicle 18, 218. Inparticular, in some embodiments, the electrical connector 170 isoriented so that an angle 176 (see FIG. 21) between the forwarddirection of the vehicle 18, 218 (defined by proper alignment of thevehicle under normal operating conditions) and the direction of motionof the plug 24 with respect to the electrical connector 170 duringconnection is no greater than about 50 degrees. In other embodiments,this angle 176 is no greater than about 40 degrees to reduce or mitigatethe disconnection force. In still other embodiments, this angle 176 isno greater than about 30 degrees to reduce or mitigate the disconnectionforce. In combination with the maximum disconnection forces according tosome embodiments as described above, these orientation angles 176 of theelectrical connector 170 can help to ensure damage-free disconnection ofthe vehicle charging cord 22, 222 from the electrical connector 170 ofthe vehicle 18, 218 regardless of whether the electrical connector 170is located in the front or rear surface 172, 174 of the vehicle 18, 218as described above.

In some embodiments, the vehicle 18, 218 is provided with two or moreelectrical connectors 170 in different locations (e.g., different sides)on the exterior of the vehicle 18, 218, any of which can be connected toa vehicle charging cord 22, 222 to charge the battery 20, 220 of thevehicle 18, 218. For example, one electrical connector 170 can belocated in a front surface 172 of the vehicle 18, 218, and anotherelectrical connector 170 can be located in a rear surface 172 of thevehicle 18, 218. Both such electrical connectors 170 can be connected tothe battery 20, 220 and controller 44, 244 of the vehicle 18, 218 bysuitable power wiring (e.g., wiring harnesses) extending along thevehicle 18, 218. In such embodiments, a user can choose to connect thevehicle charging cord 22, 222 to the electrical connector 170 closest tothe location at which the vehicle charging cord 22, 222 is connected tothe electrical system of the house, building, or other chargingfacility, or can connect the vehicle charging cord 22, 222 to theelectrical connector 170 oriented at the smallest angle with respect tosuch a location upon accidental movement of the vehicle 18, 218. Thisability to choose between two or more electrical charging connectors 170can present significant convenience to the user while helping to preventdamage to the vehicle charging cord 22, 222 and vehicle 18, 118 uponaccidental movement of the vehicle 18, 118 while still plugged in.

The illustrated embodiment of FIGS. 20-23 is presented with reference toa vehicle charging cord 22, 222 intended for releasable connection at anelectrical connector 170 of the vehicle 18, 218. However, it should benoted that the same principles of disconnect force, disconnect angle,and cord-to-vehicle interface location apply regardless of whether thevehicle charging cord 22, 222 is intended to be disconnected at thevehicle 18, 218. In this regard, some embodiments of the presentinvention provide a vehicle charging cord 22, 222 that is not intendedfor disconnection from the vehicle 18, 218 (as presented above inconnection with earlier-described embodiments). However, in suchembodiments, the vehicle charging cord 22, 222 and/or the electricalwiring of the vehicle 18, 218 can be provided with an electricalconnector that can automatically disconnect upon experiencing athreshold force. Any electrical connector located in the wiring of thevehicle 18, 218 or in the cord extending therefrom to a source ofelectrical power can be used. For example, in embodiments in which apower cord extending from the vehicle 18, 218 can be retracted onto areel located on the vehicle 18, 218 as described above, the power cordcan have a releasable electrical connection at a point along the lengthof the cord. As another example, the power cord can be provided with areleasable electrical connector located at the housing 28, 228 orcabinet 742, 1142 of the vehicle charging system. In any such case, thepower cord can automatically disconnect upon experiencing a thresholdforce such as those described above, thereby preventing damage (orfurther damage) to the vehicle 18, 218 or the electrical system of thehouse, building, or other charging facility. Such disconnection can befrangible, meaning that the cord and/or connector is at least partiallydestroyed upon disconnection, or can be re-connectable by a user orservice technician.

In some embodiments, the electrical connector 170 is located in asurface of the vehicle 18, 218 that is recessed with respect to adjacent(e.g., surrounding) exterior body surfaces of the vehicle 18, 218. Thisfeature can help to reduce exposure of the electrical connector 170 tothe environment around the vehicle 18, 218. In these and otherembodiments, the electrical connector 170 is located behind a door 178that can either slide or pivot with respect to the electrical connector170 in order to reveal the electrical connector 170 for connection andcharging. The door 178 can also help to reduce exposure of theelectrical connector 170 to the environment around the vehicle 18, 218.In some embodiments, the door 178 can be opened manually by a userpushing, pulling, and/or rotating the door 178. However, in otherembodiments, the door 178 can be at least partially opened remotely by acable, solenoid and associated power wiring, mechanical linkage, andother elements connected to a user-manipulatable control in the vehicle18, 218. Any mechanism used to open a fuel door for a gasoline ordiesel-powered vehicle can be used for this purpose, and falls withinthe spirit and scope of the present invention.

As described in greater detail above, the controller 44, 244 of thevehicle charging cords 22, 222 can communicate with a controller 108 ofthe vehicle 18, 218, such as by PLC-based communication. As analternative or in addition to such communication, the vehicle chargingcord 22, 222 (and all other vehicle charging cords described and/orillustrated herein) can enable such communication by dedicated wiring inthe same cord 22, 222. An example of such a cord 22, 222 is illustratedin FIGS. 20-23, and with particular reference to FIG. 23. In thisembodiment, the plug 26 of the vehicle charging cord 26 has twocommunication pins 180 in addition to power and ground blades 182. Thecommunication pins 180 are electrically coupled to wires or otherelectrical lines extend along the cord 22, 222, and can extend into andestablish electrical communication with sockets 184 of the electricalconnector 170. By this connection, communication along the cord 22, 222on one or more electrical lines separate from power and ground lines ofthe cord 22, 222 can be established. It will be appreciated that suchcommunication lines can be appropriately shielded for betterperformance, in some embodiments. Also, any number of such communicationlines and associated pins 180 can be provided on the cord 22, 222.Furthermore, although pins 180 are illustrated in the embodiment ofFIGS. 20-23, any other type of electrical connector (e.g., socketsadapted for connection to pins on the electrical connector 170) caninstead be used. Such communication lines can also be used on theopposite end of the cord 22, 222 for communication between thecontroller 44, 244 and a controller 50, 250 of a power utility 48, 248,and can be used in any of the cord-based vehicle charging systemembodiments disclosed herein.

Operation of a vehicle charging system according to an embodiment of thepresent invention to perform a manual charging session will now bedescribed with reference to FIG. 24. By way of example only, operationwill be described in connection with the illustrated embodiment of FIGS.2, 5-11, and 15, it being understood that any portion or all of theoperation described in connection with FIG. 24 can be applied in any ofthe other vehicle charging system embodiments described and/orillustrated herein. With continued reference to FIG. 24, power is firstestablished 11 to the vehicle charging cord 22, such as (in someembodiments) by plugging the vehicle charging cord 22 into an electricaloutlet of the house, building or other facility at which charging is totake place, or by pressing the power button 34 in these and otherembodiments. Upon receiving power, the controller 44 can retrieve anycharge settings 13 previously entered and saved into memory 106, and candisplay such settings when the appropriate screen(s) 40 are shown uponthe display 32. Next, the controller 44 can receive charge time andother settings 15 entered by a user via the display 32 and associatednavigation buttons 36, 38, and in some embodiments can store suchsettings in memory 106 (at 17).

Following a command to start a manual battery charging session (at 19)based upon a start time selected by a user (such as by the userselecting selector 86 in the second screen 40A shown in FIG. 10 andentering a charge start time in selector 90), the controller 44 cancontinue to compare the time of the clock 58 with the charge start timeentered by the user (at 21) until the start time is reached by the clock58. Until the start time is reached, the controller continues to delay23 charging of the battery 20 connected thereto. Once the start time isreached, the controller 44 closes the electrical switch 92 at 25, andbegins charging the battery 20. Next, using the battery diagnosticcircuitry described above, the controller 44 determines the charge levelof the battery 20 at 27. If a determination is made that the battery 20is not fully charged at 29, the controller 44 continues to keep theelectrical switch 92 closed, thereby continuing to charge the battery 20at 31. Otherwise, the controller 44 ends the charging session by openingthe electrical switch 92 at 33.

Operation of a vehicle charging system according to another embodimentof the present invention to perform a programmed charging session willnow be described with reference to FIG. 25. In this embodiment,additional features are provided compared to the charging sessiondescribed above in connection with FIG. 24. By way of example only,operation will be described in connection with the illustratedembodiment of FIGS. 2, 5-11, and 15, it being understood that anyportion or all of the operation described in connection with FIG. 25 canbe applied in any of the other vehicle charging system embodimentsdescribed and/or illustrated herein. With continued reference to FIG.25, power is first established 11 to the vehicle charging cord 22, suchas (in some embodiments) by plugging the vehicle charging cord 22 intoan electrical outlet of the house, building or other facility at whichcharging is to take place, or by pressing the power button 34 in theseand other embodiments. Upon receiving power, the controller 44 canretrieve any charge settings 13 previously entered and saved into memory106, and can display such settings when the appropriate screen(s) 40 areshown upon the display 32.

Next, at 35, the controller 44 can employ the battery diagnosticcircuitry described above to detect one or more properties of thebattery 20 connected to the vehicle charging cord 22, such as the chargelevel of the battery 20, the voltage of the battery 20, the condition ofthe battery 20 (e.g., whether the battery 20 is faulty), and the like,and can display (at 37) any or all of this information to the user inany of the manners described above in connection with the embodiment ofFIGS. 2, 5-11, and 15. The controller 44 can also establishcommunication with the controller 108 of the vehicle 18 at 39, and canretrieve information regarding the battery 20 (e.g., battery make,model, age, and the like) at 41 via the controller 108 of the vehicle 18or directly from a memory of the vehicle 18.

At step 43, the controller 44 can receive charge time and other settingsentered by a user via the display 32 and associated navigation buttons36, 38, and in some embodiments can store such settings in memory 106(at 45). The controller 44 can also display the charge time remaining 66at 47. Following a command to start a programmed battery chargingsession (at 49) based upon a start time selected by a user (such as bythe user selecting selector 86 in the second screen 40A shown in FIG. 10and entering a charge start time in selector 90), the controller 44 cancontinue to compare the time of the clock 58 with the charge start timeentered by the user (at 51) until the start time is reached by the clock58. Until the start time is reached, the controller continues to delay53 charging of the battery 20 connected thereto. Once the start time isreached, the controller 44 closes the electrical switch 92 at 55 tobegin charging the battery 20.

Next, at 57, the controller 44 compares the time of the clock 58 with anend time setting that can be entered into the vehicle charging cord 22according to some alternative embodiments of the present invention. Ifthe end time has been reached, the controller 44 ends the chargingsession by opening the electrical switch 92 at 65. Otherwise, if the endtime setting has not yet been reached, battery charging continues, andusing the battery diagnostic circuitry described above, the controller44 determines the charge level of the battery 20 at 59. If adetermination is made that the battery 20 is not fully charged at 61,the controller 44 continues to keep the electrical switch 92 closed,thereby continuing to charge the battery 20 at 63. Otherwise, thecontroller 44 ends the charging session by opening the electrical switch92 at 65.

Operation of a vehicle charging system according to another embodimentof the present invention to perform a programmed charging session willnow be described with reference to FIG. 26. By way of example only,operation will be described in connection with the illustratedembodiment of FIGS. 2, 5-11, and 15, it being understood that anyportion or all of the operation described in connection with FIG. 26 canbe applied in any of the other vehicle charging system embodimentsdescribed and/or illustrated herein. With continued reference to FIG.26, power is first established 11 to the vehicle charging cord 22, suchas (in some embodiments) by plugging the vehicle charging cord 22 intoan electrical outlet of the house, building or other facility at whichcharging is to take place, or by pressing the power button 34 in theseand other embodiments. Upon receiving power, the controller 44 canretrieve any charge settings 13 previously entered and saved into memory106, and can display such settings when the appropriate screen(s) 40 areshown upon the display 32.

Next, at 35, the controller 44 can employ the battery diagnosticcircuitry described above to detect one or more properties of thebattery 20 connected to the vehicle charging cord 22, such as the chargelevel of the battery 20, the voltage of the battery 20, the condition ofthe battery 20 (e.g., whether the battery 20 is faulty), and the like,and can display (at 37) any or all of this information to the user inany of the manners described above in connection with the embodiment ofFIGS. 2, 5-11, and 15. The controller 44 can also establishcommunication with the controller 108 of the vehicle 18 at 39, and canretrieve information regarding the battery 20 (e.g., battery make,model, age, and the like) at 41 via the controller 108 of the vehicle 18or directly from a memory of the vehicle 18.

At step 43, the controller 44 can receive charge time and other settingsentered by a user via the display 32 and associated navigation buttons36, 38, and in some embodiments can store such settings in memory 106(at 45). Following a command to start a programmed battery chargingsession (at 49) based upon a battery charging end time selected by auser (such as by the user selecting selector 100 in the second screen40A shown in FIG. 10 and entering a charge end time in selector 104),the controller 44 can establish communication with the power utility 48at 67, and can transmit (or enable the power utility 48 to retrieve) thecharge time settings, any other settings, and the battery propertyinformation to the power utility 48 at 69.

Next, the controller 44 of the vehicle charging cord 22 or thecontroller 50 of the power utility 48 can calculate the power requiredto fully charge the battery 20 based at least in part upon the level ofcharge of the battery 20 at 71. The controller 44 of the vehiclecharging cord 22 or the controller 50 of the power utility 48 can thencalculate the amount of time needed to fully charge the battery 20 basedupon the power required to do so, and can thereby estimate the time ofday at which charging can begin based at least in part upon the batterycharging end time and the estimated duration of time necessary to fullycharge the battery 20 (at 73).

At step 75, the controller 44 can continue to compare the time of theclock 58 with the charge start determined as described above until thestart time is reached by the clock 58. Until the start time is reached,the controller continues to delay 77 charging of the battery 20connected thereto. Once the start time is reached, the controller 44closes the electrical switch 92 at 79 to begin charging the battery 20.

Next, at 81, the controller 44 compares the time of the clock 58 with anend time setting that can be entered into the vehicle charging cord 22according to some alternative embodiments of the present invention. Ifthe end time has been reached, the controller 44 ends the chargingsession by opening the electrical switch 92 at 83. Otherwise, if the endtime setting has not yet been reached, battery charging continues, andusing the battery diagnostic circuitry described above, the controller44 determines the charge level of the battery 20 at 85. If adetermination is made that the battery 20 is not fully charged at 87,the controller 44 continues to keep the electrical switch 92 closed,thereby continuing to charge the battery 20 at 89. Otherwise, thecontroller 44 ends the charging session by opening the electrical switch92 at 83.

Operation of a vehicle charging system according to another embodimentof the present invention to perform a programmed charging session willnow be described with reference to FIG. 27. By way of example only,operation will be described in connection with the illustratedembodiment of FIGS. 2, 5-11, and 15, it being understood that anyportion or all of the operation described in connection with FIG. 27 canbe applied in any of the other vehicle charging system embodimentsdescribed and/or illustrated herein. With continued reference to FIG.27, power is first established 11 to the vehicle charging cord 22, suchas (in some embodiments) by plugging the vehicle charging cord 22 intoan electrical outlet of the house, building or other facility at whichcharging is to take place, or by pressing the power button 34 in theseand other embodiments. Upon receiving power, the controller 44 canretrieve any charge settings 13 previously entered and saved into memory106, and can display such settings when the appropriate screen(s) 40 areshown upon the display 32.

Next, at 35, the controller 44 can employ the battery diagnosticcircuitry described above to detect one or more properties of thebattery 20 connected to the vehicle charging cord 22, such as the chargelevel of the battery 20, the voltage of the battery 20, the condition ofthe battery 20 (e.g., whether the battery 20 is faulty), and the like,and can display (at 37) any or all of this information to the user inany of the manners described above in connection with the embodiment ofFIGS. 2, 5-11, and 15. With this information, the controller 44 candetermine whether the battery 20 is defective or otherwise has a faultat 91, and can communicate a battery fault message to the user in any ofthe manners also described above in connection with the embodiment ofFIGS. 2, 5-11, and 15 if a fault exists (at 93). The controller 44 canalso establish communication with the controller 108 of the vehicle 18at 95, and can retrieve information regarding the battery 20 (e.g.,battery make, model, age, and the like) at 97 via the controller 108 ofthe vehicle 18 or directly from a memory of the vehicle 18.

At step 99, the controller 44 can receive charge time and other settingsentered by a user via the display 32 and associated navigation buttons36, 38, and in some embodiments can store such settings in memory 106(at 101). Following a command to start a programmed battery chargingsession (at 103) based upon a battery charging end time selected by auser (such as by the user selecting selector 100 in the second screen40A shown in FIG. 10 and entering a charge end time in selector 104),the controller 44 can establish communication with the power utility 48at 105, and can transmit (or enable the power utility 48 to retrieve)the charge time settings, any other settings, and the battery propertyinformation to the power utility 48 at 107.

Next, the controller 44 of the vehicle charging cord 22 or thecontroller 50 of the power utility 48 can calculate the power requiredto fully charge the battery 20 based at least in part upon the level ofcharge of the battery 20 at 109. The controller 44 of the vehiclecharging cord 22 or the controller 50 of the power utility 48 can thencalculate the amount of time needed to fully charge the battery 20 basedupon the power required to do so, and can thereby estimate the latesttime of day at which charging can begin based at least in part upon thebattery charging end time and the estimated duration of time necessaryto fully charge the battery 20 (at 111). Also, at 113, the controller 44of the vehicle charging cord 22 or the controller 50 of the powerutility 48 can set an acceptable threshold cost of power (e.g., per unittime) at or below which battery charging will begin. In someembodiments, this threshold cost of power is entered by a user into thevehicle charging cord 22 in any of the manners of user interfacedescribed herein, or can be set by the power utility 48 based upon thedesired maximum power cost determined by the power utility 48.

At step 115, the controller 44 can compare the time of the clock 58 withthe latest estimated charge time, and at step 117 can compare thecurrent cost of power (e.g., per unit time) with the threshold cost ofpower determined at step 113. If the latest estimated charge start timehas been reached or if the threshold cost of power has been reached, thecontroller 44 closes the electrical switch 92 at 119 to begin chargingthe battery 20. Otherwise, the controller 44 continues to delay 121charging of the battery 20 connected thereto.

Next, at 123, the controller 44 can check or otherwise determine whethercommunication has been lost with the controller 50 of the power utility48. If communication has been lost, the controller 44 can send acommunication fault message to the user in any of the manners describedabove in connection with the embodiment of FIGS. 2, 5-11, and 15 (at125). Otherwise, the controller 44 can check or otherwise determinewhether the supply of power to the vehicle charging cord 22 has beeninterrupted at 127. If the supply of power has been interrupted, thecontroller 44 can send a power interrupt fault message to the user inany of the manners also described above in connection with theembodiment of FIGS. 2, 5-11, and 15 (at 129).

On a continuing basis as the battery 20 is being charged, the controller44 of the vehicle charging cord 22 or the controller 50 of the powerutility 48 can monitor the cost of power supplied to the battery 20, andcan compare this cost with the threshold cost of power described above(at 131). If the cost of power supplied to the battery 20 exceeds thethreshold cost of power, the controller 44 of the vehicle charging cord22 or the controller 50 of the power utility 48 can interrupt chargingof the battery at 133, such as by opening the electrical switch 92 ofthe vehicle charging cord 92. Otherwise, using the battery diagnosticcircuitry described above, the controller 44 determines the charge levelof the battery 20 at 135. If a determination is made that the battery 20is not fully charged at 137, the controller 44 continues to keep theelectrical switch 92 closed, thereby continuing to charge the battery 20at 139. Otherwise, the controller 44 ends the charging session byopening the electrical switch 92 at 141.

Four examples of vehicle charging operation according to embodiments ofthe present invention are described above in connection with FIGS.24-27. It should be noted any sub-combination of the steps described inconnection with FIGS. 24-27 can be performed in other embodiments. Also,although the steps of the various processes presented above aredescribed as occurring in a particular order, a number of the steps ofeach process can occur in different orders without departing from thespirit and scope of the present invention. Furthermore, steps andcombinations of steps described in combination with one or more of theembodiments of FIGS. 24-27 can be employed in the processes of the otherembodiments of FIGS. 24-27. For example, the battery fault check andnotification steps 91, 93, the communication fault and notificationsteps 123, 125, and/or the power interruption fault check andnotification steps 127, 129 in the process illustrated in FIG. 27 can beutilized in any of the other embodiments disclosed herein, includingthose of FIGS. 24-26.

Also, in the various processes described and illustrated herein, thecontroller 44 is described as performing a number of functions. Basedupon the ability of those vehicle charging systems herein to communicatewith a processor of a power utility, any of these functions can insteador also be performed by the processor of the power utility communicatingand controlling the vehicle charging cords 22 or systems.

As described above, the use of any of the vehicle charging systemsdescribed and/or illustrated herein can provide significant control to auser in determining the conditions under which vehicle battery chargingwill occur. This control can result in cost savings to the user withoutimpacting the user's daily routine. However, other benefits accrue topower utilities providing power to users of these vehicle chargingsystems. By at least partially controlling the time at which batterycharging will occur and/or by having the ability to interrupt andre-start battery charging by a large number of users in a community, thepower utility can better distribute power usage over a period of time,thereby providing significant cost savings to the power utility.

An example of how a power utility can control multiple vehicle chargingsystems according to the present invention is illustrated in FIGS. 28and 29. By way of example only, operation will be described inconnection with users employing vehicle charging cords 22, 222 such asthose illustrated in FIGS. 2, 5-11, and 15, it being understood that anyportion or all of the operation described in connection with FIGS. 28and 29 can be applied in any of the other vehicle charging systemembodiments described and/or illustrated herein.

With reference first to FIG. 28, the controller 50 of the power utility48 (which can be defined by one or more servers and associated computerequipment) can communicate with the vehicle charging cords 22, 222 ofmultiple users, and can continuously or periodically update a queue orother list of on-line users who have requested a battery charge sessionas described above (at 143).

In some embodiments, the controller 50 sorts the on-line users basedupon one or more factors, such as the charge time end setting (i.e.,earlier charge time end settings having priority), the estimated chargetime needed for fully charging each battery 20 (i.e., longer chargetimes having priority), the time at which the battery charge session wasrequested, and the like. By way of example only, the controller 50 inthe process of FIG. 28 checks at 145 whether any of the batteries 20that are on-line have a very low charge, such as a charge below aminimum level set by the user at selector 112 on the second screen 40Bshown in FIG. 10, or a charge below a minimum level set by the powerutility 48. As another example, the controller 50 in the process of FIG.28 checks at 149 whether the estimated time to fully charge any battery20 is equal to or greater than the time available for battery charging(i.e., to the battery charge completion time entered by the user atselector 100 on the second screen 40B shown in FIG. 10). If thecontroller 50 determines that a battery 20 has a very low charge or willrequire a charging duration equal to or greater than the charging timeavailable, the controller 50 can flag or otherwise indicate that thevehicle charging cord 22, 222 has priority over other vehicle chargingcords 22, 222 (at 147 and 151, respectively).

The controller 50 can also remove a priority designation from anyon-line vehicle charging cord 22, 222 no longer meeting this criteria(at 153), such as on-line charging cords 22, 222 that have been suppliedwith power based upon the fact that their respective batteries 20 had avery low charge, but that now have supplied their batteries 20 with asufficient minimum threshold charge. At step 155, the queue of on-linevehicle charging cords 22, 222 can be re-ordered based upon thedetermination of which vehicle charging cords 22, 222 are flagged ashaving priority (described above), and upon any of the other factorsalso described above.

Next, the controller 50 at 157 can determine whether the total powerdraw from the community or the total power draw of all vehicle chargingcords 22, 222 exceeds a threshold maximum level of power draw. Thismaximum level of power draw can be set by a power utility 48 based upona threshold level of power cost to the power utility 48, the maximumoutput of power that can be supplied by the power utility 48 to thecommunity, an amount of power budgeted by the power utility 48 forcharging vehicle batteries via the vehicle charging cords 22, 222, otherfactors, and any combination thereof. If the total power draw does notexceed the maximum level of power draw set by the power utility 48, andif the queue of vehicle charging cords 22, 222 awaiting charging isempty (at 159), the controller 50 can re-initiate the vehicle chargingcord management process by again updating the vehicle charging cordqueue at 143. Otherwise, the controller 50 of the power utility 48 cansend signals at 161 to one or more vehicle charging cords 22, 222 tobegin charging their respective batteries 20 by closing their electricalswitches 92. Such signals can be sent to any vehicle charging cords 22,222 flagged with priority, and then to any other vehicle charging cords22, 222. In either case, such signals are sent to vehicle charging cords22, 222 in the order presented in the vehicle charging queue (ordered asdescribed above). Following this step, the controller 50 can re-initiatethe vehicle charging cord management process by again updating thevehicle charging cord queue at 143.

If the total power draw described above exceeds the maximum level ofpower draw set by the power utility 48 as determined by the processor atstep 157, and if any vehicle charging cords 22, 222 are not flagged ashaving priority (check by the processor 50 made at step 163) asdescribed above, the controller 50 can send signals to one or morevehicle charging cords 22, 222 not flagged as having priority to atleast temporarily stop charging the batteries 20 connected thereto(e.g., by opening the electrical switches 92 of such vehicle chargingcords 22, 222) at step 165. In some embodiments, such signals can besent by the power utility in batches, such as signals sent to two ormore of such vehicle charging cords 22, 222 at a given time or under acommon command. Following this step, the controller 50 can re-initiatethe vehicle charging cord management process by again updating thevehicle charging cord queue at 143. Otherwise, if the processor 50determines that all vehicle charging cords 22, 222 are flagged as havingpriority at 163, the controller 50 can re-initiate the vehicle chargingcord management process by again updating the vehicle charging cordqueue at 143.

In light of the fact that the vehicle charging cord management processillustrated in FIG. 28 can be performed on a continual basis, it will beappreciated that the steps described above in connection with FIG. 28can be carried out in a number of different orders without departingfrom the spirit and scope of the present invention.

With reference now to FIG. 29, an example application of the vehiclecharging cord management process of FIG. 28 is provided. FIG. 29illustrates the total power draw (in kW) of a community upon a powerutility 48 over a 24-hour period of time. As shown in FIG. 29, themaximum preferred power draw of the power utility 48 described above inconnection with FIG. 28 is 200 kW. As also shown in FIG. 29, the powerdraw of the community varies significantly over the 24-hour period,peaking around 3 pm and falling to a lowest level between 2 am and 3 am.Any number of factors can define this power draw over the 24-hourperiod, including without limitation the number of users using airconditioning or electrical heating units during the day and the times atwhich such units are operated by the users, the times at which any largemanufacturing operations begin and end operations, and the like. Forexample, the second peak shown in FIG. 29 can be the result of one ormore manufacturing plants in a community drawing significant powerduring a second shift.

Based upon the amount of power drawn from the power utility 29 as shownin FIG. 29, the power utility 48 can control and operate a number ofvehicle charging systems according to the present invention based uponnon-peak time periods and upon other factors as described above (chargetime end settings, estimated charge times needed to fully chargebatteries 20, times at which battery charge sessions were requested, andthe like). For example, a first group of users requesting chargesessions at 2 pm (point 167 in FIG. 29) can have priority over othergroups of users requesting charge sessions at 4 pm and 6 pm (points 169and 171), respectively. Accordingly, once the controller 50 of the powerutility 48 determines that the power draw by the community has fallenbelow the preferred maximum level of power draw (e.g., step 157 in FIG.28; point 173 in FIG. 29), the controller 50 can send signals to thevehicle charging systems of the first group of users to begin batterycharging. Taking this additional power draw into account, the controller50 of the power utility 48 can later determine that the power draw bythe community has fallen further (point 175 in FIG. 29), and that thevehicle charging systems of the second user group can be turned on.However, if the total power draw by the community rises again, such asbased upon a large draw from a manufacturing facility operating a secondshift, the controller 50 of the power utility 48 can temporarily turnoff the vehicle charging systems of the second user group and then thefirst user group in series (points 177 and 179, respectively), and canturn on the vehicle charging systems of the first and second user groupsin series once the total power draw by the community falls again (points181 and 183, respectively).

Although the third user group requested charging sessions much earlieras described above, the total power draw by the community remained toohigh to permit the controller 50 of the power utility 48 to turn on thevehicle charging systems of the third user group until 11 pm. At thispoint (185 in FIG. 29), the total power draw taking into account thefirst and second groups of users falls sufficiently to permit thecontroller 50 to turn on the vehicle charging systems of the third usergroup while still remaining below the preferred maximum power drawdescribed above. The batteries corresponding to the first, second, andthird groups of users illustrated in FIG. 29 become fully charged atdifferent times, and cause battery charging to stop at points 187, 189,and 191, respectively.

Application of a vehicle charging system management process (usingvehicle charging systems of the present invention) is shown by way ofexample in FIG. 29. It will be appreciated that a similar process can beimplemented for any other power draw profile of a community, and thatany number of charging initiations, interruptions, and re-initiationscan occur for any number of users or groups of users throughout thecourse of a 24-hour period based at least in part upon the needs of theusers and any preferred maximum level of power draw determined by thepower utility.

The embodiments described above and illustrated in the figures arepresented by way of example only and are not intended as a limitationupon the concepts and principles of the present invention. As such, itwill be appreciated by one having ordinary skill in the art that variouschanges in the elements and their configuration and arrangement arepossible without departing from the spirit and scope of the presentinvention. For example, the vehicle charging systems described above andillustrated in connection with the embodiments of FIGS. 2, 5-11 and 15;FIG. 3; FIGS. 4, 18, and 19; FIG. 12; FIGS. 13, 14, and 16; FIG. 17;FIGS. 20-23; FIG. 24, FIG. 25, FIG. 26, FIG. 27, and FIGS. 28 and 29each have a number of features, elements, and/or steps. Although thesefeatures, elements, and steps are described and illustrated inconnection with each embodiment, it should be noted that anysub-combination of such features, elements, and steps can be utilized inother embodiments of the present invention. The particular combinationof features, elements, and steps in each illustrated embodiment ispresented by way of example only, and does not indicate or imply thatembodiments of the present invention must have all such features,elements, and steps.

I claim:
 1. A vehicle charger for charging a battery of a vehicle, thevehicle charger comprising: a controller onboard the vehicle; at leastone user-manipulatable control onboard the vehicle and within reach of auser seated within the vehicle, and by which the user can select betweenat least two modes of operation of the vehicle charger, the modes ofoperation including a manual mode of operation in which power issupplied by the controller of the vehicle charger without delay, and aprogrammed mode of operation in which power is supplied by thecontroller of the vehicle charger with a delay based at least in partupon a time of day entered by the user, the time of day being a desiredtime of day at which a charging session for the battery will end; and adisplay electrically coupled to the controller, mounted within thevehicle, and within reach of the user seated within the vehicle, whereinthe controller is configured to display a first indicator upon thedisplay indicating that the vehicle charger is operating in the manualmode of operation, and to display a second indicator upon the displayindicating that the vehicle charger is in the programmed mode ofoperation, and wherein the controller is configured to, when in theprogrammed mode of operation, estimate a latest time of day at whichcharging can begin for the battery based at least in part upon thedesired time of day at which the charging session for the battery willend and automatically control charging of the battery during thecharging session based on at least the estimated latest time of day,wherein the controller is configured to automatically control chargingof the battery during the charging session by: determining a currentcost of power, comparing the current cost of power to a threshold costof power, and in response to the current cost of power not reaching thethreshold cost of power in the charging session, automatically startingcharging of the battery at a time based at least in part upon theestimated latest time of day.
 2. The vehicle charger of claim 1, whereinthe user-manipulatable control is defined at least in part by thedisplay.
 3. The vehicle charger of claim 1, wherein the controller is afirst controller, the vehicle charger further comprising at least one ofa group consisting of a transmitter and a receiver enablingcommunication between the first controller and a second controllerremote from the vehicle and the vehicle charger.
 4. The vehicle chargerof claim 3, wherein the first controller is configured to control powersupply to the battery of the vehicle responsive at least in part tosignals from the second controller.
 5. The vehicle charger of claim 1,wherein the controller is also configured to simultaneously display alevel of charge of the battery and the mode of operation of the vehiclecharger.
 6. The vehicle charger of claim 1, wherein in the programmedmode of operation, the controller automatically changes a charging stateof the vehicle charger by at least one of a group consisting ofincreasing a rate of charge of the battery, decreasing a rate of chargeof the battery, starting battery charging, and stopping battery chargingbased at least in part upon the time of day entered by the user.
 7. Amethod of charging a battery of a vehicle, the method comprising:connecting a vehicular battery charger to the vehicle and a source ofpower; supplying power to the vehicular battery charger; receiving, viaa user interface within reach of a user seated within the vehicle, aselection by a user to enter into one of two different modes ofoperation of the vehicular battery charger including a first mode inwhich power is supplied by the vehicular battery charger to the batterywithout delay, and a second mode in which power is supplied by thevehicular battery charger to the battery with a delay; entering thesecond mode of operation of the vehicular battery charger; receiving,via the user interface, a time of day for the second mode of operation,the time of day being a desired time of day at which a charging sessionfor the battery will end; displaying an indicator that the vehicularbattery charger is in the second mode of operation; estimating a latesttime of day at which charging can begin for the battery based at leastin part upon the desired time of day at which the charging session forthe battery will end; and starting supply of power to the battery basedat least in part upon the estimated latest time of day, wherein startingsupply of power to the battery based at least in part upon the estimatedlatest time of day including: determining a current cost of power,comparing the current cost of power to a threshold cost of power, and inresponse to the current cost of power not reaching the threshold cost ofpower in the charging session, automatically starting charging of thebattery at a time based at least in part upon the estimated latest timeof day.
 8. The method of claim 7, wherein the indicator is displayed ona display of the vehicular battery charger through which the selectionis also received.
 9. The method of claim 7, further comprising:receiving a signal from a controller remote from the vehicle; andstarting or stopping supply of power to the battery based at least inpart upon the signal.
 10. The method of claim 7, further comprisingdisplaying a level of charge of the battery to the user seated withinthe vehicle.
 11. The method of claim 10, wherein the mode of operationand the level of charge of the battery are displayed to the user on thesame display.
 12. The method of claim 7, further comprising: receiving,via the user interface, a selection by the user to enter into the firstmode of operation; entering the first mode of operation of the vehicularbattery charger; and supplying power to the battery responsive toentering the first mode of operation.
 13. A vehicle charger for charginga battery of a vehicle, the vehicle charger comprising: a controlleronboard the vehicle; at least one user-manipulatable control onboard thevehicle and within reach of a user seated within the vehicle, and bywhich the user can select between at least two modes of operation of thevehicle charger, the modes of operation including a manual mode ofoperation in which power is supplied by the controller of the vehiclecharger without delay; and a programmed mode of operation in which poweris supplied by the controller of the vehicle charger with a delay basedat least in part upon a time of day entered by the user, the time of daybeing a desired time of day at which a charging session for the batterywill end; and a receiver in the vehicle for communication with anothercontroller remote from the controller onboard the vehicle; wherein thecontroller onboard the vehicle is configured to estimate a latest timeof day at which charging can begin for the battery based at least inpart upon the desired time of day at which the charging session for thebattery will end, and automatically control charging of the batteryduring the charging session based on at least the estimated latest timeof day, responsive to signals received from the other controller via thereceiver to change a charging state of the vehicle charger by at leastone of a group consisting of increasing a rate of charge of the battery,decreasing a rate of charge of the battery, starting battery charging,and stopping battery charging, wherein the controller is configured toautomatically control charging of the battery during the chargingsession by: determining a current cost of power, comparing the currentcost of power to a threshold cost of power, and in response to thecurrent cost of power not reaching the threshold cost of power in thecharging session, automatically starting charging of the battery at atime based at least in part upon the estimated latest time of day. 14.The vehicle charger of claim 13, wherein the change in the chargingstate of the vehicle charger is based at least in part upon the time ofday entered by the user via the user-manipulatable control.
 15. Thevehicle battery charger of claim 13, wherein the user- manipulatablecontrol comprises a display within reach of the user seated within thevehicle.
 16. The vehicle battery charger of claim 15, wherein thedisplay is a touch-screen display.
 17. The vehicle battery charger ofclaim 13, wherein the signals are wireless signals.
 18. The vehiclebattery charger of claim 13, wherein the controller is configured todisplay an indicator to the user of whether the vehicle charger isoperating in the manual mode of operation or the programmed mode ofoperation.